Robotic assembly of transport structures using on-site additive manufacturing

ABSTRACT

Techniques for flexible, on-site additive manufacturing of components or portions thereof for transport structures are disclosed. An automated assembly system for a transport structure may include a plurality of automated constructors to assemble the transport structure. In one aspect, the assembly system may span the full vertically integrated production process, from powder production to recycling. At least some of the automated constructors are able to move in an automated fashion between the station under the guidance of a control system. A first of the automated constructors may include a 3-D printer to print at least a portion of a component and to transfer the component to a second one of the automated constructors for installation during the assembly of the transport structure. The automated constructors may also be adapted to perform a variety of different tasks utilizing sensors for enabling machine-learning.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of, and claims priority to, U.S. patentapplication Ser. No. 15/604,037, filed on May 24, 2017 and titled“ROBOTIC ASSEMBLY OF TRANSPORT STRUCTURES USING ON-SITE ADDITIVEMANUFACTURING”, the disclosure of which is hereby incorporated byreference in its entirety as if fully set forth herein.

BACKGROUND Field

The present disclosure relates generally to manufacturing, and morespecifically to flexible and automated assembly techniques formanufacturing vehicles, aircraft, boats and other transport structuresusing 3-D printing.

Background

Traditional manufacturing facilities can involve significant inflexiblefactory infrastructure to produce products at volume. For example, afactory may use fixed robotic assembly systems operating on assemblylines to achieve efficient production at volume. The inflexible factoryinfrastructure may often limit the manufacturing systems to manufactureonly a handful of models of transport structures such as vehicles,motorcycles, boats, aircraft and the like, and even then, each model ofthe transport structure may be expensive to tool. In the event that afactory is configured, permanently or in the long-term, to produce oneor more underperforming models, the factory may face financial troublebecause of the factory and tooling amortization costs and operate at aloss. More specifically, the factory in these instances may beunderutilized because of factory inflexibility, the need for toolingamortization prior to changing factory resources from producing theunderperforming products to producing new products or more commerciallysuccessful existing products, and other constraints.

Furthermore, where additive manufacturing (AM) techniques may bedesirable for the three-dimensional (3-D) printing of components orportions thereof for the transport structures, such factoriesconventionally either outsource the AM functions or, where they arein-house, the AM is conducted at a dedicated location away from theassembly line of the transport structure. Thus, these factories havelittle if any flexibility to modify their AM capabilities to accommodatechanges in circumstances.

SUMMARY

Several aspects of systems and methods for 3-D printing of componentsfor transport structures will be described more fully hereinafter.

One aspect of an automated assembly system for a transport structureincludes a plurality of automated constructors to assemble the transportstructure, wherein a first one of the automated constructors includes athree-dimensional (3-D) printer to print at least a portion of acomponent and transfer the component to a second one of the automatedconstructors for installation during the assembly of the transportstructure.

One aspect of a method for automated assembly of a transport structureby a plurality of automated constructors, wherein a first one of theautomated constructors comprises a three dimensional (3-D) printer,includes printing at least a portion of a component of the transportstructure by the 3-D printer, automatedly transferring the componentfrom the first one of the automated constructors to a second one of theautomated constructors, and automatedly installing the component by thesecond one of the automated constructors during the assembly of thetransport structure.

It will be understood that other aspects of systems and methods for 3-Dprinting of components for transport structures will become readilyapparent to those skilled in the art from the following detaileddescription, wherein it is shown and described only several embodimentsby way of illustration. As will be realized by those skilled in the art,the facilities and methods for manufacturing transport structures asdescribed herein are capable of other and different embodiments and itsseveral details are capable of modification in various other respects,all without departing from the invention. Accordingly, the drawings anddetailed description are to be regarded as illustrative in nature andnot as restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS

Various aspects of flexible and modular robotic manufacturing oftransport structures will now be presented in the detailed descriptionby way of example, and not by way of limitation, in the accompanyingdrawings, wherein:

FIG. 1A illustrates a vehicle manufacturing facility comprising aplurality of robotic assembly stations and a plurality of automatedconstructors.

FIG. 1B schematically illustrates a control system of the vehiclemanufacturing facility.

FIG. 2 shows a schematic diagram of a vehicle parts production system.

FIG. 3 shows an alternative linear configuration of the vehicle partsproduction system.

FIG. 4 shows an example of an additional assembly configuration.

FIG. 5 shows a schematic illustration of an additive manufacturingassembly system.

FIG. 6 shows a schematic diagram of an assembly system control system.

FIG. 7 shows an example of a robotic automation system.

FIG. 8 shows an example of a structured subassembly.

FIG. 9 shows an example of a disassembly area.

FIG. 10 shows an example of a sensor-integrated robotic automationsystem.

FIG. 11 shows an example of a part with an integrated label.

FIG. 12 shows an example of a label.

FIG. 13 shows a life cycle flow diagram of a 3-D printed component withintegrated labels.

FIG. 14A shows an example of identification matrices that provide bordermarks.

FIG. 14B shows an example of geometric metadata extracted from anidentification matrix in an isolated matrix.

FIG. 14C shows an example of geometric metadata extracted from anidentification matrix on a component part.

FIG. 14D illustrates variations in roll angle and pitch angle in anidentification matrix.

FIG. 15A shows a rectangular solid part in a first pose.

FIG. 15B shows the rectangular solid part in a second pose.

FIG. 16 shows an example of an assembly made up of six component parts.

FIG. 17 shows an additively manufactured component with two spatiallydistributed matrices.

FIG. 18 shows an arrangement with three spatially distributed matrices.

FIG. 19A shows a first portion of a flow diagram of an exemplary methodfor automated assembly of a transport structure by automatedconstructors.

FIG. 19B shows a second portion of a flow diagram of an exemplary methodfor automated assembly of a transport structure by automatedconstructors.

FIG. 20 shows a flow diagram of an exemplary method for automatedassembly of a transport structure by a plurality of automatedconstructors, wherein a first one of the automated constructorscomprises a three dimensional (3-D) printer.

FIG. 21 shows an illustration of an exemplary automated laser cuttingprocess.

FIG. 22 shows an illustration an exemplary automated process forassembly of a panel with a node or extrusion.

FIG. 23 shows an illustration of an exemplary laser cutting processbeing performed at an assembly station.

FIG. 24 shows an illustration of an exemplary process for adhesiveapplication being performed at an assembly station.

FIG. 25 shows an illustration of an exemplary process performed by aplurality of cooperating automated constructors for bonding andassembling extrusions to nodes.

FIG. 26 shows an illustration of an exemplary process performed by aplurality of automated constructors for assembling the suspension of avehicle to a chassis.

FIG. 27 shows an illustration of an exemplary process performed by aplurality of automated constructors in the process of dropping a body ona chassis.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is intended to provide a description of various exemplaryembodiments of 3-D printing of components for transport structures andis not intended to represent the only embodiments in which the inventionmay be practiced. The term “exemplary” used throughout this disclosuremeans “serving as an example, instance, or illustration,” and should notnecessarily be construed as preferred or advantageous over otherembodiments presented in this disclosure. The detailed descriptionincludes specific details for the purpose of providing a thorough andcomplete disclosure that fully conveys the scope of the invention tothose skilled in the art. However, the invention may be practicedwithout these specific details. In some instances, well-known structuresand components may be shown in block diagram form, or omitted entirely,in order to avoid obscuring the various concepts presented throughoutthis disclosure.

A need exists for flexible and modular robotic vehicle manufacturingfacilities, systems, and methods. The facilities, systems, and methodsprovided herein allow for flexible and modular transport structuremanufacturing and assembly. The facilities, systems, and methods maycomprise a plurality of variable robotic assembly stations to perform aset of one or more vehicle manufacturing processes and a plurality ofvariable robots, such as automated constructors, to perform the one ormore vehicle manufacturing processes. Flexibility in the manufacturingand assembly of vehicles can be provided in 1) variableness of thelocation and/or area of the robotic assembly station, 2) capabilities ofa robot, such as an automated constructor, to carry out one or morevehicle manufacturing processes with convenient and automatedreconfiguration between each process, and 3) customization of vehicleparts, including connectors and interconnecting material, through 3-Dprinting or other techniques. Automated processes allow for constructionand assembly of parts, tracking of parts during assembly and during lifeof the part, MAC and flexible construction of various types of vehicles.

While oftentimes for purposes of illustration, vehicle manufacturing andrelated facilities are referenced, it will be appreciated that thetechniques described in this disclosure are equally applicable andwell-suited to other types of transport structures, including but notlimited to boats, aircraft, helicopters, motorcycles, trains, busses,and the like.

Provided herein are flexible and modular vehicle manufacturingfacilities, systems, and methods for the manufacturing and assembly oftransport structures. The manufacturing facilities, systems, and methodsprovided herein may be non-design specific and may be capable ofaccommodating a wide variety of vehicles and demands. A facility maycomprise one or more robotic assembly stations. Each robotic assemblystation may comprise one or more robots, including automatedconstructors. A set of vehicle manufacturing processes may be performedin each robotic assembly station. The facility may use a combination of3-D printed parts and commercial off-the-shelf (COTS) parts. Flexibilityin the manufacturing and assembly of vehicles can be provided in 1)variableness of the location and/or area of the robotic assemblystation, 2) capabilities of a robot, such as an automated constructor,to carry out one or more vehicle manufacturing processes with convenientand automated reconfiguration between each process, and/or 3) in-placeprinting for ease of assembly, including connectors and interconnectingmaterial, through 3-D printing.

Increased flexibility and non-design-specific capabilities in amanufacturing facility may provide significant economic advantages. Forexample, traditional manufacturing systems can build significantinflexible factory infrastructure to produce products at volume. Forautomotive manufacturing, a scale factory can be used to assemblevehicles. However, even the smaller factories that do not includestamping facilities and paint shops that do not include stampingfactories, can cost hundreds of millions of dollars to build, equip, andmaintain. Oftentimes, the resulting factories can only support a handfulof vehicle models and/or vehicle types, each of which can cost well over$100 million to tool. In order for a large inflexible factory, which canonly build specific vehicles, to be profitable, the specific vehiclesmust consume a significant portion of the factory capacity. In the eventthat the factory is inflexibly configured to produce one or moreunderperforming vehicles, the factory may not replace the one or moreunderperforming vehicles with another vehicle model because of the costsassociated with tooling for specific models, updating fixtures, andprogramming (e.g., fixed spot-welding robots) to assemble traditionalvehicle body structures. It can be financially burdensome to replaceunderperforming models prior to complete amortization of the tooling.

Accordingly, in various exemplary embodiments, a facility may comprisenon-design-specific features to provide flexibility, such as describedabove and to be described further below, variableness of the locationand/or area of the robotic assembly stations, capabilities of a robot,such as an automated constructor, to carry out one or more vehiclemanufacturing processes with convenient and automated reconfigurationbetween each process, and/or customization of vehicle parts, includingconnectors and interconnecting material, through 3-D printing. Unlike atraditional volume factory, the flexible facility can be convenientlyreconfigured, such as via automated systems, with machine-learningenabled robots reconfiguring themselves as needed, to produce a varietyof vehicles without downtime for retooling or reprogramming. Moreover,3-D printers can be supported on a robotic device and in some exemplaryembodiments, the robotic device can move to different assembly stationsas needed to 3-D print different parts or components on a dynamic,substantially real-time basis. The printed parts may be furthermanipulated or moved by the supporting robotic device or by one of anynumber of automated constructors. For example, a robot may take a 3-Dprinted part at an assembly station and place the part into thetransport structure or insert the printed part on another component forassembly and integration with the component.

FIG. 1A illustrates a vehicle manufacturing facility comprising aplurality of robotic assembly stations and a plurality of automatedconstructors. A vehicle manufacturing facility 1000 may comprise one ormore robotic assembly stations, such as, for example, a first roboticassembly station 1010 a, a second robotic assembly station 1010 b, athird robotic assembly station 1010 c, a fourth robotic assembly station1010 d, and so on. A robotic assembly station may comprise a designatedarea at a designated location where a set of one or more vehiclemanufacturing processes occurs.

A vehicle manufacturing process may include any process involved in themanufacture of a vehicle, such as, among many other processes, theproducing, printing, painting, assembling, disassembling, cutting,bending, stamping, forming, tooling, processing, treating, smelting,heating, cooling, cleaning, recycling, discarding, painting, inspecting,imaging, and/or testing of parts, components, and/or assemblies of partsor components of a vehicle. One or more types of vehicle manufacturingprocesses may occur at various stages during vehicle manufacturingand/or disassembly.

For example, while the assembling of a vehicle may include the steps ofputting the vehicle together, a disassembling step of taking a vehicleapart may be desirable where used cars are being recycled. Disassemblymay also occur where a chassis or space frame is being taken apart toform a chassis with a different profile.

While additively manufactured parts may be 3-D printed and therebycustomized to a particular application, the additively manufactured partmay, depending on the application, undergo further steps such aspainting, cutting, bending or other manipulation, for example, toaccommodate a discrepancy in fit or adjust a tolerance. In addition,COTS parts or custom parts tooled at the assembly plant may involve anyof the above steps, including painting, cutting, bending, stamping, andthe like. One or more interfaces between parts may undergo heattreatment, and subcomponents may require bonding or thermal fusion.During the recycling process, smelting may be used to extract metal frommaterials for atomization into powder and ultimate use by the additivemanufacturing device.

Parts may otherwise be cleaned, imaged, inspected, and tested forfinalization into a commercial transport structure.

Each of the aforementioned steps may be performed, in whole or in part,by one or more of the plurality of automated constructors at one or morestations. In some exemplary embodiments, each station includes an areadesignated for the dedicated performance of one of the tasks above, withautomated constructors moving to the station or otherwise residing atthe station as required. For example, an automated constructor taskedwith inspecting a part can move to a station to perform the inspection.The automated constructor can inspect tolerances of a part beingassembled on the fly to ensure that the part is meeting one or morespecifications. If a part is not within the specification, the automatedconstructor can communicate this information to a central controller oranother automated constructor, and the part can either be remedied tofall within specifications, or it can be removed from active assembly inthe event the problem cannot be fixed via available remedial measures orif the problem is serious in nature.

In some instances, a vehicle manufacturing process may be independent ofother vehicle manufacturing processes. For instance, a vehiclemanufacturing process may occur independently regardless of otherprocesses that are being performed or that have been performed.

In other instances, a vehicle manufacturing process may be dependent onother vehicle manufacturing processes. For example, two or more vehiclemanufacturing processes may occur simultaneously (e.g., heating andcleaning). In another example, two or more vehicle manufacturingprocesses may be carried out consecutively in series (e.g., coolingafter heating). The processes may occur in a particular sequence (e.g.,step A occurs before step B) or may occur in series without regard tosequence (e.g., step A before step B or step B before step A may both beplausible). In some instances, two or more vehicle manufacturingprocesses may occur within a particular time frame. The time frame maybe a predetermined period of time.

One or more vehicle manufacturing processes may be grouped into a set.In some instances, a vehicle can be partially or completely assembled byundergoing one or more sets of the one or more vehicle manufacturingprocesses. For example, a vehicle can be partially or completelyassembled by undergoing one or more sets of the one or more vehiclemanufacturing processes in a specific order. Optionally, a vehicle canbe partially or completely assembled without regard to order.Alternatively or in addition, a vehicle can be partially or completelydisassembled, intentionally, by undergoing one or more sets of the oneor more vehicle manufacturing processes in a specific order. Optionally,a vehicle can be partially or completely disassembled without regard toorder.

A set of one or more vehicle manufacturing processes may be performed ineach robotic assembly station. Each robotic assembly station may performa different set of one or more vehicle manufacturing processes. Forinstance, even if one or more manufacturing processes are the sameacross stations (e.g., a first set of processes sharing a same processwith a second set of processes), there may be one or more additionalmanufacturing processes that are different across the stations.Alternatively, two or more robotic assembly stations may perform a sameset of one or more vehicle manufacturing processes. In some instances, asingle vehicle manufacturing process may be performed in one roboticassembly station. Optionally, multiple vehicle manufacturing processesmay be performed in a single robotic assembly station. In someinstances, a single vehicle manufacturing process (e.g., smelting) maybe performed across two or more robotic assembly stations.

A vehicle manufacturing facility 1000 may comprise a single building ormultiple buildings. A vehicle manufacturing facility may be integratedinto a building that is used for performing one or more additionalfeatures. A vehicle manufacturing facility may be or may comprise one ormore factories, plants, warehouses, hangers, or any other type ofstructure. The vehicle manufacturing facility may be or comprise acampus comprising one or more structures. A vehicle manufacturingfacility may comprise one or more roofs, and/or one or more walls.Optionally, a vehicle manufacturing facility may occur in the openwithout requiring a roof, and/or walls. A vehicle manufacturingfacility, or a structure therein, may comprise one or more verticallevels (e.g., floors), where each level may be at, above, or belowground level. A vehicle manufacturing facility may have an open layout(e.g., without dividers or rooms), or may comprise one or more rooms ordividers. Any description herein of a facility may apply to anycombination of structures or layouts as described herein.

The vehicle manufacturing facility 1000 may comprise as many roboticassembly stations as necessary or desirable to carry out one or moresets of vehicle manufacturing processes in the facility. Any descriptionherein of a robotic assembly station may apply to stations that performany of the processes described herein, which may include assembly and/ordisassembly processes. The vehicle manufacturing facility may compriseany number of robotic assembly stations. In some instances, the numberof stations may be increased or decreased to accommodate limited volumeand space of the facility. The stations may be distributed over any typeof facility structures or layouts as described herein. For instance, thestations may all be within the same building, or may be distributed overmultiple buildings. The stations may be within a campus or propertycomprising one or more buildings. The stations may be within a part of abuilding that may have any additional areas devoted to other functionsor activities.

A station may encompass an area of a facility. The areas of multiplestations may or may not overlap. Two or more stations may be adjacent toone another. A station may have a fixed size, location, and/or shape. Insome instances, the boundaries of a station may be enforced by physicalobjects, such as by dividers, walls, boundaries, geofences,demarcations, or other objects. In some instances, the boundaries of astation may be shown by visual markers, such as drawings (e.g., lines),labels, lighting (e.g., brightness, color, type of lighting, etc.), orany other form of marking. Alternatively, the boundaries of a stationmay not be explicitly divided by physical and/or visible markers.Alternatively, a station may change in size (e.g., increase ordecrease), location, shape, or any other characteristic. Such changesmay occur over time. Such changes may be provided in response to a newor changing demand. For instance, a robotic assembly station mayincrease in size in response to increased demand. Additionally,functions of one or more robotic assembly stations may be altered tomeet the increased demand. Similarly, a robotic assembly cell maydecrease in size in response to decreased demand. Functions of the oneor more robotic assembly stations may be altered in response todecreased demand. A station may or may not comprise a working area. Theworking area may comprise a platform or an area in which a vehicle,vehicle part, and/or vehicle assembly may be placed for operation. Forinstance, an assembly-in-process may be located within the working areawithin the station area. The working area may be fixed or in motion. Forexample, the working area may be an autonomous assembly platform. Inanother example, the working area may be a conveyer belt or other movingplatform. The working area may change in size, location, shape, or othercharacteristic, such as in response to a change in the composition ofthe station and/or function (e.g., set of processes performed by thestation) of the station. The working area of a station may be unique tothe station (e.g., without overlap with another station). The workingarea may in some exemplary embodiments be accessible only tocompositions of the station (e.g., robots associated with the station).A station may comprise other areas, such as sub-stations (e.g., armexchange station, supply station, etc.) and paths (e.g., travel pathsfor robots, transport paths for vehicle parts or assemblies, etc.).

Each robotic assembly station may comprise one or more robots, such asautomated constructors 1020, configured to perform a set of one or morevehicle manufacturing processes. An automated constructor may bereferred to as a robot, robotic device, automated machine, automateddevice, automated apparatus, automotive tools, or manufacturingequipment. An automated constructor may perform an assembly ordisassembly step. An automated constructor may perform any manufacturingprocess as described elsewhere herein, alone or in combination with oneor more additional automated constructors. For example, an automatedconstructor may be configured to receive instructions on performing aset of one or more vehicle manufacturing processes, and furtherconfigured to subsequently carry out the received instructions. Anautomated constructor may have pre-programmed instructions to performone or more vehicle manufacturing processes. Alternatively or inaddition, the automated constructor may receive real-time instructionsto perform one or more vehicle manufacturing processes.

An automated constructor may be capable of carrying out a single vehiclemanufacturing process (e.g., bending) in the set of vehiclemanufacturing processes. For example, a first automated constructor mayperform a bending process and a second automated constructor may performa cutting process in a robotic assembly station. Alternatively, anautomated constructor may be capable of carrying out more than onevehicle manufacturing processes (e.g., bending, cutting, etc.) in theset of vehicle manufacturing processes. For example, a first automatedconstructor may perform both a bending and a cutting vehiclemanufacturing process and a second automated constructor may performboth a heating and an adhesive injecting vehicle manufacturing processin a robotic assembly station. A single automated constructor mayperform a single manufacturing process, a single automated constructormay perform multiple manufacturing processes, multiple automatedconstructors may collectively perform a single manufacturing process, ormultiple automated constructors may collectively perform multiplemanufacturing processes.

In some instances, an automated constructor can be capable ofreconfiguration to perform different functions. The different functionsmay be associated with one or more vehicle manufacturing processes thatthe automated constructor is instructed to perform. The reconfigurationmay be a hardware reconfiguration or a software reconfiguration. Forexample, the automated constructor may be capable of exchanging betweendifferent robot effectors comprising different tools required to performthe different functions. In another example, the automated constructormay be capable of reprogramming, such as to carry out differentinstructions. In one exemplary embodiment, the automated constructorlearns new or different tasks, or variations or refinements of existingtasks, via machine-learning. The machine-learning can be autonomous inthe sense that the algorithms that execute the machine-learningprocesses are included in a processing system, such as one or moreprocessors coupled to a memory or other storage medium, that resideswithin the automated constructor. In other embodiments, a processingsystem within the automated constructor communicates with one or moreother robots, automated constructors, central control systems, or acontrol facility, to conduct and prioritize machine-learningcapabilities. In other exemplary embodiments, the machine-learning canbe independent with respect to certain tasks and can be coordinated. Byhaving made a part on a prior build, the robot may implement a processwith the intended result on a similar part of a new product. Thisactivity of the robot may include machine-learning.

Machine-learning can involve numerous applications in the context of themanufacture of transport structures. The automated constructors may beprogrammed with algorithms, for example, to enable them to makepredictions based on previously-stored data or to make decisions basedon prior experiences. To this end, machine-learning represents adeparture from, or more commonly an addition to, the use of staticprograms in which the automated constructor is programmed to perform oneor more tasks without dynamic variations that might otherwise improvethe task or render the task more efficient.

One example of machine-learning may involve an automated constructorwhose job it may be to use one or more robotic arms or effectors toretrieve a particular component from an automated constructorincorporating a 3-D printing function, and thereafter to install thecomponent into the transport structure. The component may include, byway of example, a transmission part, gear case, heat exchanger,powertrain, etc., or a subcomponent of any of the aforementioned.Depending on the particular component being installed, the automatedconstructor may learn, after gaining initial experience installing thecomponent (e.g. by being initially directed by steps dictated via astatic program), one or more ways to more efficiently mobilize itselfand position or angle the component for an optimal placement in thevehicle

These and similar examples of machine-learning may assist in taking theenvironment and facilities in which the automated constructor is workinginto account.

If the component is also to be fastened to the vehicle, the automatedconstructor may acquire in real time through machine-learning algorithmsoptimal ways for fastening the component, such as affixing screws ofother fasteners in a particular order that best or most quickly securesthe component.

As another example, machine-learning may also involve an automatedconstructor having an objective to modify a COTS part in a certainmanner using one or more effectors. While the automated constructor oneach occasion may modify the COTS part using a predeterminedspecification to achieve the same end result, the automated constructormay employ machine learning to determine through experience the fastest,most efficient and most effective technique for performing themodification, such as by learning to use the tools in a particular orderor by using different sized tools to learn to optimize the modificationprocess through ongoing experience.

Clusters or groups of automated constructors, such as robots, may alsobe configured (e.g., using various combination of algorithms) to worktogether to achieve faster results on an assembly line, to optimizeadditive manufacturing by distributing the AM jobs in a more productiveway, or to use different robots for different functions. For example, itmay be determined via learning experience by one or more 3-D printingrobots that it is more efficient and quicker for a group of 3-D printingrobots at a station to each print different sub-components of a gearcase, rather than for each 3-D robot of the group of 3-D robots to beworking on different subcomponents of different components (e.g., gearcase, crankshaft, gas pedals, suspension, etc.), or vice versa.

Machine-learning among automated constructors may also be used todetermine, on a dynamic bases and depending on a set of observedconditions in real time, any number of different priorities. Robots mayrecognize that certain tasks require attention over other tasks atcertain times, while the opposite may be true at others. For example, agroup of automated constructors may recognize via machine learning thata given station has become (or will become based on an automatedconstructor's predictions) a bottleneck. Based on this recognition, moreautomated constructors may change behavior and temporarily transfer tothe station at issue to resolve the bottleneck.

As another illustration, machine-learning may be as fundamental as oneor more automated constructors learning new and completely differenttasks. A robot initially programmed to weld may subsequently learn toapply adhesive. An automated constructor, including a 3-D printer, maysubsequently learn to position or orient itself in an area proximate thevehicle in which a part that it prints can be readily passed ontoanother automated constructor for faster placement of the part.

In another exemplary embodiment, the automated constructors located atvarious robotic assembly stations can employ self-learning techniquesdynamically to avoid collisions with other automated constructors or anyother obstacles, including employees working at the assembly station incoordination with or independent of nearby automated constructors.

Additional examples on the use of machine-learning are set forth below:

Machine learning for slicing in additive manufacturing processes. Asnoted above, in an aspect of the disclosure, the automated constructorsmay be configured with the ability to perform the additive manufacturingprocesses. In addition to manufacturing processes, slicing refers to thestep wherein the computer aided design (CAD) file of the part to be 3-Dprinted is cut (or “sliced”) to provide instructions to the printer toprint the part. These instructions may include G-Codes that providemovement patterns for the print head/deflector to complete the print.Oftentimes, these movement patterns are inefficient, and thereforeresult in slower prints. Machine learning algorithms could be built intothe slicing program to provide efficient movement patterns for the printhead/depositor. The said algorithms would optimize paths taken by theprint head/depositor to result in quicker, higher-quality builds.

Machine learning for motion control of print heads. Machine learning mayalso enable print heads to travel in optimized paths and speeds. Insteadof simply moving from Point A to B, the machine learning algorithms candetermine the quickest and most efficient paths. This optimizationprocess can allow the print head to accelerate while printing regionswith simple geometries, while slowing down to account for changes indirection. Machine learning may provide the motion control firmware withmore flexibility by optimizing G Code paths to allow for more extrememovements.

Machine learning for materials development. Machine learning may be usedto accurately print a part and/or print over a part on the fly. Forexample, where lightweight parts are needed, machine learning can guidethe automated constructor to print with aluminum. In situations wherehigh strength components are required, the constructor can print withsteel. Additionally, machine learning may accurately determine alloyingmixtures as needed, thereby driving alloy development based on load andother considerations (environmental factors, density, location on thevehicle, etc.)

Machine learning for structural optimization. During the printingprocess, machine learning algorithms can automatically generate fillstructures in regions where structural reinforcement is needed.Additionally, these algorithms can be configured to ‘anticipate’structures in regions by observing the build stage and can instruct theautomated constructor to print. The various load cases would bespecified before the vehicle is manufactured and would be a part of adirectory, thereby providing the machine learning algorithm a databaseto refer to for accurately printing the required amount of structure.Machine learning may be integrated in the CAD design phase itself,wherein the algorithm would anticipate potential structures and includethem automatically. This is similar to an autocomplete algorithm in aninternet search bar.

Machine learning during vehicle assembly. Machine learning algorithms,in other exemplary embodiments, can make it possible for the automatedconstructors to obtain the required tools as and when needed. Forexample, during the assembly process wherein a nut or bolt has to betightened to a prescribed torque, the constructor can identify thesituation and automatedly extend the effector with a torque wrench.Machine learning would also make it possible for these constructors toautomatedly reposition themselves based on the assembly stage, therebyoptimizing the plant layout. Tools and parts would be deliveredjust-in-time.

In short, depending on the configuration and embodiment at issue, thereis a potentially very-wide variety of applications of machine-learningprocesses which may be applicable to the present disclosure. It will beappreciated that the design of such algorithms to facilitatemachine-learning (regardless of their source, such as the automatedconstructor itself or a central control location subsequentlytransmitted to the automated constructor) may be within the grasp of oneskilled in the art upon perusal of this disclosure. Common andnon-exhaustive examples of potentially applicable machine-learningalgorithms may include decision tree learning algorithms, linear andlogistic regressions, classifier and support vector machine algorithms,and the like. From more common algorithms such as the above, morecomplex algorithms or groups of algorithms can be developed by thoseskilled in the art that combine logic, experience and prediction withmotion and action.

In addition to the algorithms, the automated constructors may employ aplurality of machine-learning sensors for gathering data relevant to themachine-learning process and for performing other functions. Forexample, the automated constructor may be equipped with a low powersensor node configured to gather a variety of types of data that may beused in machine-learning applications. The gathered data may be sent toa processing system in the automated constructor or to a central controlfacility, e.g., via a wireless connection, for further processing and/orrouting to other automated constructors. The sensors may include, forexample, optical sensors, thermal sensors for detecting temperature,sensors for detecting the presence of electric charge or voltage,acoustic sensors, sensors for detection of chemicals (includingpotentially harmful chemicals to the vehicle, nearby parts, environmentor otherwise) proximate the automated constructors, and the like. Thesensors can also include RF sensors, radio sensors, and other electricalsensors for receiving wireless electrical signals or messages.

The automated constructors may be configured for traveling to and from,and within, a robotic assembly station. The robotic assembly station maycomprise as many automated constructors as required to carry out the setof one or more vehicle manufacturing processes associated with therobotic assembly station. For example, depending on the embodiment, therobotic assembly station may comprise anywhere from one to 1000automated constructors or more. In other embodiments, each roboticassembly station may have any number of automated constructors. Forinstance, they may or may not have the same number or types of automatedconstructors. A number and/or type of automated constructor in eachrobotic station may be selected independent of other robotic stations.An automated constructor may be associated with one or more roboticassembly stations. For example, an automated constructor may beassociated with only a first robotic assembly station 1010 a. In anotherexample, an automated constructor may be associated with both the firstrobotic assembly station 1010 a and a second robotic assembly station1010 b. In some instances, an automated constructor can be associatedwith one or more robotic assembly stations when the automatedconstructor is within the area of the robotic assembly station and/orthe automated constructor is performing a manufacturing processassociated with the robotic assembly station. For example, if therobotic assembly station is associated with assembling a section of achassis, the automated constructor may be assisting in assembling thesection of the chassis. The association of an automated constructor maychange based on demand. For instance, if there is a greater need of anautomated constructor in the first robotic assembly station, theautomated constructor may be associated with the first robotic assemblystation. When the need increases in the second robotic assembly stationand decreases in the first robotic assembly station, the automatedconstructor may become associated with the second assembly station. Theautomated constructor may be associated with only one station at a time.Alternatively, it may be associated with multiple stations at a time. Insome instances, an automated constructor may not be associated with anystation at a particular moment. For instance, one or more ‘extra’automated constructors may be idling or waiting until they areassociated with a robotic assembly station. For instance, an automatedconstructor 1020 may be idle unless and until instructions are providedto it, e.g., from a control system or another automated constructor1020, to mobilize to a robotic assembly station and perform an assignedtask.

In some instances, automated constructors may traverse various regionsof the manufacturing facility as needed. For example, as shown in FIG.1A, an automated constructor 1020 may travel from a first roboticassembly station 1010 a to a second robotic assembly station 1010 b.While in the first robotic assembly station, the automated constructormay perform a manufacturing process associated with the first roboticassembly station. When the automated constructor travels to the secondrobotic assembly station, the automated constructor may perform amanufacturing process associated with the second robotic assemblystation. In some instances, an automated constructor 1020 may depart arobotic assembly station 1010 b. This may occur when the automatedconstructor is no longer needed at the robotic assembly station, or if aneed is greater at a different location. In some instances, theautomated constructor 1020 may enter a robotic assembly station 1010 c.This may occur when the automated constructor is needed at the roboticassembly station. An automated constructor may travel within a roboticassembly station 1010 d.

In some instances, the designated area and/or designated location of arobotic assembly station may vary with the respective locations andmovements of the one or more automated constructors in the assemblystation performing the set of one or more vehicle manufacturingprocesses. For example, if the one or more automated constructorsassociated with a first robotic assembly station 1010 a travel to thelocation of a second robotic assembly station 1010 b, and the one ormore automated constructors associated with the second robotic assemblystation travel to the location of a fourth robotic assembly station 1010d, the location of the first robotic assembly station may change to theinitial location of the second robotic assembly station, and thelocation of the second robotic assembly station may change to theinitial location of the fourth robotic assembly station. Two or morerobotic assembly stations may share the same designated location. Two ormore robotic assembly stations may partially or completely overlap indesignated areas. In other instances, the designated area and/ordesignated location of an assembly station may vary with the respectivesizes and/or locations of components or assemblies of components of avehicle that is a subject of the set of one or more vehiclemanufacturing processes.

The vehicle manufacturing facility may comprise a vehicle transportsystem that can transport a vehicle or other transport structure, orparts of a transport structure, to multiple locations (e.g., roboticassembly stations, etc.) during an assembly process. For example, thetransport system can comprise a moving platform, such as a conveyerbelt. In some instances, a gantry may be used to transport vehicles orparts. Alternatively or in addition, the transport system can compriseone or more robots (e.g., mobile supply vehicles) that are programmed totransport a partially or fully assembled vehicle or other transportstructure undergoing an assembly process, or vehicle parts.Alternatively or in addition, the transport system can comprise manuallabor, for example, from facility employees who have instructions totransport a vehicle or vehicle parts to multiple locations in thefacility. For example, the vehicle transport system may be a combinationof conveyer belts, robots, and/or manual labor (e.g., an employeeprovides a tube to a mobile supply vehicle at location A, the mobilesupply vehicle transports the tube from location A to a conveyer belt atlocation B, and the conveyer belt transports the tube from location B tomultiple other locations in the facility). The transport system maytransport a vehicle or vehicle parts to different locations within thesame robotic assembly station, between different robotic assemblystations, and or between a robotic assembly station and anotherlocation.

In some instances, during a vehicle assembly process, a plurality oftypes of transport structures, (e.g., first aircraft, second aircraft,first motorcycle, second motorcycle, first automobile model, secondautomobile model, first boat model, second boat model, first bus model,second bus model, etc.) can be transported, via the vehicle transportsystem, to the one or more robotic assembly stations. Alternatively orin addition, a plurality of types of vehicle components (e.g., wheel,tube, engine, etc.) or assemblies of vehicle components can betransported, via the vehicle transport system, to the one or morerobotic assembly stations. The facility may simultaneously assembleand/or disassemble multiple vehicles.

The facility may simultaneously assemble and/or disassemble multipletypes or models of transport structures. For example, in the case ofvehicles, a first vehicle model may traverse through various roboticassembly stations in the facility, each station located at a differentlocation in the facility, for different stages of its assembly. At thesame time, in parallel, a second vehicle model may be traversing throughvarious different robotic assembly stations in the facility fordifferent stages of its assembly. The first and second vehicle modelsmay traverse through the same and/or different robotic assemblystations. Optionally, the first and second vehicle models may traversethrough the same robotic assembly stations at the same time or atdifferent times. The facility may support the simultaneous assemblyand/or disassembly of any number of vehicles or vehicle models. Thedifference in vehicle models (e.g., design) being assembled and/ordisassembled simultaneously may vary drastically (e.g., building a boat,car, and a bus simultaneously) or narrowly (e.g., building threedifferent series models of a same automobile brand, each seriescomprising the same body design).

One or more robotic assembly stations may be reconfigured to support theassembly and/or disassembly of different vehicle models. In someinstances, various models of transport structures can be assembledand/or disassembled in batches. For example, one or more roboticassembly stations may be configured to assemble a first vehicle model.After assembling a first batch of the first vehicle model, the one ormore robotic assembly stations may be reconfigured to assemble a secondbatch of a second vehicle model. Alternatively or in addition, a roboticassembly station may reconfigure as needed (e.g., configured to buildone of a first vehicle model, then reconfigured to build one of a secondvehicle model, then reconfigured to build one of a third vehicle model,then reconfigured back to build one of the first vehicle model, etc.).Thus, the robotic assembly stations may be reconfigured as needed whendifferent vehicle models or types are assembled in series. As previouslydescribed, the different vehicle models may arrive in large batches, ormay be individualized so that each vehicle may be a different model, oranywhere in between. The number of vehicles in a series of the samevehicle model or type may vary based on demand. For example, a largebatch of 1000 vehicles of the same type may be built using a roboticassembly station, then several vehicles of another type may be builtusing the robotic assembly station (which may optionally need to bere-configured to accommodate the different vehicle types), and then amedium batch of a hundred or so vehicles of another type may be builtusing the robotic assembly station (which may optionally need to bere-configured again to accommodate the third vehicle type).

The respective functions and/or movements of the one or more automatedconstructors may be controlled by a control system. FIG. 1Bschematically illustrates a control system of the vehicle manufacturingfacility. The control system 1500 may comprise a control server 1505. Aserver, as the term is used herein, may refer generally to a computerthat provides a service (e.g., transmit and receive instructions) orresources (e.g., data) over a network connection. The server may beprovided or administered by an administrator (e.g., plant manager) ofthe vehicle manufacturing facility. In some instances, the server mayinclude a web server, an enterprise server, or any other type ofcomputer server, and can be computer-programmed to accept requests(e.g., HTTP, or other protocols that can initiate data transmission)from a computing device (e.g., a robot, an automated constructor, a 3-Dprinter, etc.) and to serve the computing device with requested data. Inaddition, the server can be a broadcasting facility, such asfree-to-air, cable, satellite, and other broadcasting facility, fordistributing data. The server may also be a server in a data network(e.g., a cloud computing network). Any description herein of a servermay apply to one or more servers or other devices that may individuallyor collectively perform any of the steps described elsewhere herein.Alternatively or in addition, the system may be implemented using acloud computing infrastructure or a peer-to-peer configuration. In someexemplary embodiments, the server may reside locally within the assemblyfacility or it may reside at a campus or building thereof, or one ormore dedicated locations networked to the assembly facility.

The control server 1505 may comprise known computing components, such asone or more processors, one or more memory devices storing softwareinstructions executed by the processor(s), and data. The server can haveone or more processors and at least one memory for storing programinstructions. The one or more processors can be a single microprocessoror multiple microprocessors, field programmable gate arrays (FPGAs),digital signal processors (DSPs), or any suitable combination of theseor other components capable of executing particular sets ofinstructions. Computer-readable instructions can be stored on a tangiblenon-transitory computer-readable medium, such as a flexible disk, a harddisk, a CD-ROM (compact disk-read only memory), an MO (magneto-optical),a DVD-ROM (digital versatile disk-read only memory), a DVD RAM (digitalversatile disk-random access memory), or a semiconductor memory.Alternatively, the methods disclosed herein can be implemented usinghardware components or combinations of hardware and software such as,for example, ASICs (application specific integrated circuits), specialpurpose computers, or general purpose computers. While FIG. 1Billustrates the control server as a single device 1505, in someembodiments, multiple devices (e.g., computers) may implement thefunctionality associated with the control server. The one or moreprocessors may further be capable of using cloud storage as well as anyfuture memory or storage capabilities to be implemented in the future,including, without limitation, storage capabilities that may beessential for implementing the Internet of Things (IoT).

The network 1515 may be configured to connect and/or providecommunication between various components (e.g., one or more automatedconstructors 1520 a-x, other robots, 3-D printers, other machines,sensors, etc.) and the control system 1500. For example, the network maybe implemented as the Internet, intranet, extranet, a wireless network,a wired network, a local area network (LAN), a Wide Area Network (WANs),Bluetooth, Near Field Communication (NFC), any other type of networkthat provides communications between one or more components of thenetwork layout in FIG. 1B, or any combination of the above listednetworks. In some embodiments, the network may be implemented using celland/or pager networks, satellite, licensed radio, or a combination oflicensed and unlicensed radio. The network may be wireless, wired (e.g.,Ethernet), or a combination thereof.

The control system 1500 may be implemented as one or more computersstoring instructions that, when executed by one or more processors, cangenerate and transmit instructions to one or more automated constructors1520 a-x and receive data and/or instruction requests from the one ormore automated constructors. The facility 1000 may comprise one or morecontrol systems, wherein each control system operates substantiallyparallel to and/or in conjunction with the control system 1500. In someinstances, the control server may comprise the computer in which the oneor more control systems are implemented. Alternatively, the one or morecontrol systems may be implemented on separate computers. The controlserver may access and execute the one or more control systems to performone or more processes consistent with the disclosed embodiments. Incertain configurations, the one or more control systems may be includesoftware stored in memory accessible by the control server (e.g., in amemory local to the control server or remote memory accessible over acommunication link, such as the network). Thus, in certain aspects, theone or more control systems may be implemented as one or more computers,as software stored on a memory device accessible by the control server,or a combination thereof. For example, one control system may be acomputer hardware, and another control system may be software that canbe executed by the control server.

The one or more control systems can be used to control variouscomponents of the vehicle manufacturing facility 1000 in a variety ofdifferent ways, such as by storing and/or executing software thatperforms one or more algorithms to achieve control. Although a pluralityof control systems have been described for performing the one or morealgorithms, it should be noted that some or all of the algorithms may beperformed using a single control system, consistent with disclosedembodiments.

The one or more control systems may be connected or interconnected toone or more databases 1510. The one or more databases 1510 may be one ormore memory devices configured to store data (e.g., sensor data, partsmanufacturing data, inventory data, etc.). Additionally, the one or moredatabases may, in some exemplary embodiments, be implemented as acomputer system with a storage device. In one aspect, the one or moredatabases may be used by the control server 1505 to perform one or moreoperations consistent with the disclosed embodiments. In certainembodiments, the one or more databases may be co-located with thecontrol server, and/or co-located with other components (e.g., automatedconstructors 1520 a-x) on the network 1515. For example, an automatedconstructor 1520 may transmit sensor data to the one or more databaseswithout going through the control server. One of ordinary skill willrecognize that the disclosed embodiments are not limited to theconfiguration and/or arrangement of the one or more databases.

The control system 1500 may be configured to generate instructions forone or more automated constructors 1520 a-x to travel to or from eachassembly station. For example, the control system may instruct the oneor more automated constructors to autonomously travel to or from eachassembly station. An automated constructor may have varying levels ofautonomous independence. For instance, the control system may allow anautomated constructor to travel on its own without providing anyinstructions. The automated constructor may, for example, havepreprogrammed instructions to travel on its own, such as viacommunicating with the control system and/or communicating with otherautomated constructors. In another example, the automated constructormay have preprogrammed conditions or parameters that the automatedconstructor must adhere to while travelling on its own. In someinstances, the control system may provide periodic or continuous updatesto software in the automated constructor, such as to redefinepreprogrammed conditions or parameters, to update learning capabilities(e.g., capability to autonomously travel), or to assign new or differenttasks. Alternatively or in addition, the control system may provide moredetailed (e.g., step-by-step) instructions to the one or more automatedconstructors to travel to or from each assembly station. For instance,the control system may provide a specific travel path for an automatedconstructor. In another instance, the control system may provide atarget destination, and the automated constructor may be programmed toreach the target destination by following any path. The automatedconstructor may follow one or more parameters in determining a path ormay freely determine the path on the fly. In another instance, thecontrol system may provide a target destination and parameters, such asallowed paths and disallowed paths, allowed areas and disallowed areasin the facility, preferred paths, preferred areas, and/or timeconstraints. The automated constructor may, within the providedparameters, reach the target destination. The instructions can bepreprogrammed in the automated constructor or provided as real-timeinstructions. The automated constructor may optionally be operatingautonomously when traveling along the path without any pre-planning tothe path. The constructor may be generating the path in real-time.

The automated constructor may also employ machine-learning techniques asdescribed in this disclosure to increase its ability or effectiveness toautonomously travel, e.g., between assembly stations. For example, theautomated constructor may use one or more sensors to recognizestationary or mobile obstacles and may record information or parametersabout any of these obstacles that may assist the automated constructorin developing future travel paths or in avoiding collisions. Theautomated constructor may, in some instances, convey thismachine-learned information to the control system 1500, depending onfactors such as the degree of autonomy of the automated constructor, asgoverned by its software or hardware capabilities, pre-conveyedinstructions from the control system 1500, or otherwise.

In some instances, the control system 1500 may change the designatedlocation and/or designated area of a robotic assembly station, such asby instructing the travel of one or more automated constructorsassociated with the robotic assembly station. In this way, the roboticassembly stations may be flexible and modular, and the vehiclemanufacturing facility 1000 may be readily reconfigured by changing therespective locations and/or areas of each robotic assembly stationwithin the limits of the facility location and/or facility area. In someinstances, the facility may comprise one or more parts of a building,and in some instances, the facility may comprise one or more differentbuildings. The one or more robotic assembly stations may be distributedin any layout, as constrained by the location and/or area of thefacility. For example, a first robotic assembly station may be locatedat a first building of the facility and a second robotic assemblystation may be located at a second building of the facility.

The control system 1500 may, in some exemplary embodiments, generateinstructions in real-time. Some examples of real-time activity caninclude a response time of less than 1 second, tenths of a second,hundredths of a second, or a millisecond. Each of the robots, includingthe one or more automated constructors, such as those described above orfurther below, may in these embodiments be capable of responding toinstructions from the control system in or near real-time. For example,through the movement of the one or more automated constructors, therobotic assembly stations may be reconfigured and scaled in locationand/or area in or near real-time. In some instances, the control systemmay generate periodic instructions. The periodic instructions can beregular, such as in accordance with schedule or at regular intervals(e.g., every 10 minutes, every hour, every day, every week, etc.), orirregular. The instructions may be provided in accordance with apredetermined schedule. The instructions may be provided in response toa detected event (e.g., assembly of a new transport structure isinitiated, raw supply runs out, one or more machines malfunction, etc.).

The control system 1500 may be further configured to generateinstructions for the one or more automated constructors to performmanufacturing processes for the transport structures. In the case ofvehicles, the control system 1500 may be configured to generate and/orprovide instructions for the one or more automated constructors toperform one or more vehicle manufacturing processes or one or more setsof one or more vehicle manufacturing processes. For instance, thecontrol system 1500 may change the set of one or more vehiclemanufacturing processes associated with a robotic assembly stationaltogether. The control system may give detailed instructions to the oneor more automated constructors as to performing a vehicle manufacturingprocess. For example, the control system may give specific dimensions ofa vehicle part to a 3-D printing automated constructor to print. A moredetailed description of the one or more automated constructorsperforming the one or more vehicle manufacturing processes is providedfurther below.

FIG. 2 shows a schematic diagram of a parts production system for atransport structure. While the details and concepts may be applied toany suitable transport structure as previously described, FIG. 2 isillustrated in the context of an exemplary vehicle parts productionsystem. The vehicle manufacturing facility 2000 may use vehicle partsthat are produced on-site or off-site of the facility. Some vehicleparts may be initially produced off-site and, if necessary, altered orotherwise processed on-site. Alternatively, some vehicle parts may beinitially produced on-site and altered or processed off-site. In someinstances, on-site part production may comprise three dimensional (3-D)printing. In some instances, off-site parts may comprise commercialoff-the-shelf (COTS) parts. COTS parts may also be 3-D printed. In someinstances, existing parts (e.g., 3-D printed, COTS, etc.) may becustomized via 3-D printing. As used herein, the terms “parts” or“vehicle parts” may collectively refer to the parts to be assembled in avehicle or other transport structure as well as one or moremanufacturing tools that are capable of interacting with or manipulatingthe parts to be assembled.

In an exemplary embodiment involving a vehicle assembly facility,vehicle parts may be produced on-site through 3-D printing. Old vehiclesand transport structures, and old vehicle parts, may be input into thevehicle parts production system for disassembly in a disassembly area2100. The old vehicles and old vehicle parts may be native to the system(e.g., manufactured and/or assembled by the same facility 2000) orforeign to the system (e.g., manufactured and/or assembled by adifferent facility). The dissembled components of the old vehicles andold vehicle parts may be reused, recycled, or discarded in a metalrecycling area 2110. For example, metal parts may be recycled. The metalrecycled parts, as well as other printing structural supports, may betransferred to a smelter in the metal recycling area 2110 to produceingots. The ingots can be produced from metal from any sources,including from sources other than disassembled old transport structuresincluding vehicles and old vehicle parts. Other disassembled parts thatcannot be reused or recycled may be discarded from the system. Theingots may be fed into a powder production crucible tower 2120 wherethey may be converted to metal power, such as by undergoing gasatomization or another suitable process for converting the recycledingots into metal powder. The metal powder output from the powderproduction crucible tower may be fed to one or more 3-D printers in aparts production area 2130 and, in some embodiments as described below,the output powder may be directly transported to one or more 3-Dprinting robots on the assembly line. The 3-D printer may use metalpowder from other sources, such as commercially available metal powder.It will be appreciated that the 3-D printer is not limited to usingmetal powder as a base material for rendering a 3-D object, and thatplastics, composites, and other materials may be transported to theparts production area and/or directly to the 3-D printing robots andused as material for 3-D printing one or more components or portionsthereof.

The parts production area 2130 may comprise an enterprise resourceplanning (ERP) system that can direct the one or more 3-D printers toproduce vehicle parts or to finish COTS or other parts. In an exemplaryembodiment, the ERP system may include software that enables facility2000 to use a system of integrated software applications to manage andautomate numerous functions and manufacturing processes. For example,the ERP system can instruct the one or more 3-D printers to incorporatenecessary details, or modifications, in the printed vehicle parts. TheERP system can comprise software that automates and integrates corebusiness processes, such as manufacturing processes, by utilizing bigand small data, such as customer orders, manufacturing target goals,inventory records, parts databases, financial data, and manufacturingschedules. In some instances, the control system 1500 of FIG. 1B maycomprise, in its software, the ERP system. Alternatively, the ERP systemmay be a separate system from the control system. In some instances, the3-D printers may comprise fixed machines. Alternatively or in addition,the 3-D printers may comprise 3-D printing robots. The 3-D printingrobots may be capable of, and configured for, travel. The 3-D printingrobots may perform on an assembly line. In some instances, the 3-Dprinting robots may be automated constructors associated with one ormore robotic assembly stations.

FIG. 20 shows an illustrative block diagram of an exemplary method foron-site 3-D printing of components at a robotic assembly station. In theexemplary method, as shown in 2001, a control system may provideinstructions to or otherwise communicate with the automatedconstructor(s) involved in the 3-D printing process. Alternatively, theautomated constructors are operating in an autonomous or semi-autonomousmanner.

In some embodiments, the material used for 3-D printing may includepowder procured from recycled metal, as shown in step 2005 and describedabove. In other exemplary embodiments, the 3-D printed material mayinclude plastics or composites, and may be obtained from any suitablesource. At step 2010, a first automated constructor including a 3-Dprinter 3-D prints a component or a portion thereof. That is, in someembodiments, the 3-D printer is built as an integral part of the firstautomated instructor. In other embodiments, a separate 3-D printer issupported by the automated constructor, e.g., on a platform, or by theuse of one or more arms or effectors, etc. In an exemplary embodiment,the first automated constructor is capable of moving in an automatedfashion to and from different robotic assembly stations on an as-neededbasis, e.g., following real-time commands from the control system.

The 3-D printing of a portion of the component, as described in step2010, may mean, for example, that the first automated constructor 3-Dprints the portion of the component onto a non-printed second portion ofa component, such as, for example, a COTS component. Alternatively, thefirst automated constructor may be working in concert with anotherautomated constructor that also includes a 3-D printer and eachautomated constructor may contribute a 3-D printed portion of thecomponent. As another example, the first automated constructor may 3-Dprint a portion of a component onto a second portion of a component thatwas previously 3-D printed, in whole or in part.

In an exemplary embodiment, the first automated printer may print aninterconnect configured to interconnect the component to anotherstructure, as shown in step 2014.

Thereupon, in step 2020, the component may be transferred in anautomated fashion from the first automated constructor having the 3-Dprinter to a second automated constructor. In an exemplary embodiment,the first automated constructor uses one or more arms and/or effectorsat a distal end of the arm to transfer the 3-D printed component (orportion thereof) to the second automated constructor, the latter whosefunction may be to move the component to a nearby location forinstallation and/or to free up the first automated constructor to enableit to perform other printing tasks. In another exemplary embodiment, thesecond automated constructor uses a robotic arm and/or effector to graspor otherwise engage the 3-D printed component and to take it away fromthe first automated constructor. In other embodiments, more than oneautomated constructor may be used to conduct this task. During theseprocesses, one or more of the first or second automated constructors mayexchange robotic arms and/or effectors to acquire those necessary toperform the necessary manipulations with the 3-D printed component, asshown in step 2025.

Thereupon, as shown in step 2030, the second automated constructor (byitself or with the aid of other machines, robots or automatedconstructors) installs, in an automated fashion, the component in anappropriate location during the assembly of the transport structure. Forexample, the second automated constructor may use its capabilities toposition the component in a transport structure for installationtherein.

The above described parts production processes, and the processesdescribed further below, may be performed distinctly in one or morerobotic assembly stations. For example, disassembly may occur in a firstrobotic assembly station (e.g., robotic assembly station 1010 a in FIG.1), smelting of disassembled parts into ingots may occur in a secondrobotic assembly station, gas atomization of ingots into metal powdermay occur in a third robotic assembly station, and 3-D printing mayoccur in a fourth robotic assembly station. Alternatively, one process(e.g., 3-D printing) may occur in more than one robotic assembly station(e.g., 3 stations). Alternatively, more than one (e.g., disassembly andsmelting) process may occur in the same robotic assembly station.

A 3-D printed part may be machined in place, such as on an assemblyline, simultaneously while the 3-D printed part is being printed by theone or more 3-D printers, such as a 3-D printing robot. Alternatively,the 3-D printed part may be processed post-print in a subsequentautomated stage in a post-print processing system. The post-printprocessing system may comprise one or more computer numeric control(CNC) machines that can be configured to perform automated andrepeatable surface treatment of the 3-D printed parts. For example, aCNC machine may comprise a head for shot-peening to enable automated andrepeatable surface treatment. Shot-peening is a process of shapingmetals or composites by bombarding them with a stream of metal shot. A3-D printed part may be further painted, cut, and/or bent. For example,the system may comprise a painting machine to paint, a bending machineto bend, and a cutting machine (e.g., laser, water-jet) to cut or trim.The post-print processing system may be configured to hold and restraina base plate or other additional elements (e.g., attachment points) ofthe 3-D printed part being treated to secure the part during treatment.

In some instances, prior to undergoing an independent machining step(e.g., surface treatment), the 3-D printed part can be cleaned, such asof powder or of other unneeded materials (e.g., particles). For example,the 3-D printed part can be transferred to an automated cleaning station(e.g., in a separate robotic assembly station) to remove powder or otherunneeded particles from the part. The automated cleaning station maycomprise shaking systems, vacuum systems, a combination of shaking andvacuum systems, or other techniques to remove material from the printedparts. The post-print processing system may further comprise ovens forheat treatment of the 3-D printed parts. In some instances, heating andcleaning can be performed on a printed part simultaneously. The heatprofiles for the heat treatment process may be determined and controlledby a control system (e.g., the main control system, ERP system, etc.)comprising information of the required treatments and finishingprocesses of the printed parts. Referring again to FIG. 2, once theprinted parts have been processed, the printed parts can be transferredto various sub-system build lines 2400, such as a chassis build line2300.

3-D printing technology for parts production can provide flexibility ina number of ways. For example, different parts may be printed on demand,as needed. This may beneficially reduce time to obtain the part (e.g.,shipping and delivery from another source), reduce inventory space(e.g., storage of parts that can be used at a later time), and increaseoversight for accuracy and precision during the printing. Furthermore,there is substantial freedom in customization of a part, restricted onlyby the ever-increasing limits of what a 3-D printer can print. This maybeneficially accommodate the assembly or disassembly of differentvehicle models without having to alter infrastructure or make otherlong-term changes in the facility. Moreover, the 3-D printer may besupported on a robotic device and may be movable to different assemblystations based on need. In one exemplary embodiment, the control system1500 may generate instructions that are provided to the robotic deviceto autonomously move to another assembly station or other location. Inother exemplary embodiments, the 3-D printer may be moved to anotherassembly station by, or with the aid of, one or more additionalautomated constructors or mobile supply vehicles.

In another aspect, the vehicle manufacturing facility 2000 may usecommercial off-the-shelf (COTS) parts. COTS parts may comprise standardCOTS parts, for use in assembly, and structural COTS parts, for use inbuilding complex structures (e.g., chassis). COTS parts may be producedon-site, such as in COTS production subsystem 2800, or they may beobtained from off-site sources. For example, COTS parts requiring someform of customization may be manufactured on-site. Optionally, anexisting COTS part may be customized or altered with 3-D printingtechnology or a standard machining technique. In some instances, a COTSpart can be both a standard COTS part and a structural COTS part.Structural COTS parts can be used as received. Alternatively or inaddition, structural COTS parts can be adapted or customized (e.g., viatooling) for use in complex structures. Structural COTS parts can beobtained at low cost based on high volume (e.g., bulk) of theirrespective production systems. With certain exceptions, structural COTSparts can require little or no tooling and can be incorporated into anassembly or complex structures with minor or no tooling amortization.For example, structural COTS parts may include honeycomb or otherstructural panels comprising material such as carbon fiber, fiberglass,and aluminum, which may also optionally contain foam cores. StructuralCOTS parts may also include tubes that can be of any cross-section,which can comprise material such as carbon fiber, aluminum, titanium,fiberglass, plastic, steel, and any combination of the above or othermaterials. Structural COTS parts may also include extrusions. Extrusionscan require minor tooling, such as for modifying or fixing thecross-section. Extrusion dies can be saved for subsequent transportstructure manufacturing. In some instances, a catalog of all tools andfixtures made or received can be stored in a parts production systemdatabase, which may in some embodiments be included in the database 1510(FIG. 1B). A vehicle optimization system (e.g., ERP system, controlsystem) may have access to the parts production system database tocoordinate and optimize the vehicle manufacturing process. For example,the vehicle optimization system may prevent a redundant purchase ormanufacture of an existing tool (e.g., extrusion die).

The COTS parts may optionally be received at a COTS parts and receivingarea 2209. Once the COTS parts are received by the system at area 2200,or alternatively produced on-site at volume (e.g. at COTS productionarea 2800), they can be transferred to a bending area 2210 and/or acutting area 2220. The COTS parts can be bent or cut in any order, suchas is efficient and/or feasible for the desired parts design. Forexample, the COTS parts can be transferred first to the bending area andthen transferred to the cutting area. Alternatively, the COTS parts canbe transferred first to the cutting area and then transferred to thebending area. Alternatively, the COTS parts can be transferred first tothe cutting area, then to the bending area, then back to the cuttingarea. In some instances, the cutting area and bending area can eachcomprise a robotic assembly station. The bending area may compriseautomated bending machines configured to bend the COTS parts intodesired shapes. The bending may be done on multiple axes. The cuttingarea may comprise laser and water-jet systems configured to trim theCOTS parts. The COTS parts can be trimmed in 3 dimensions. Any locationof a COTS part can be trimmed, including locations other than the ends.For example, at the cutting area, an extrusion may be shortened to thecorrect length, with a needed fillet at one end, and a portion of itscross section in the middle may be reduced for clearance and weightsavings, in a location where shear loading is not as significant in aspecific design. In some instances, trimming and/or bending may beperformed on an assembly line, for example when it is necessary tocomplete bends or cuts in a vehicle position.

In addition to structural COTS parts, the facility 2000 may also usestandard COTS parts, which can be used as part of the final productassemblies. For example, standard COTS parts may include transmissions,steering racks, and tires. Standard COTS parts can be used as receivedin an assembly. For example, standard COTS parts such as tires may bepurchased and installed directly on vehicle wheels without modification.Alternatively or in addition, standard COTS parts can be adapted ormodified before incorporation. For example, a standard transmission COTSpart that is provided to COTS parts and receiving area 2209 by a majorautomotive transmission tier 1 manufacturer can be moved to a lasercutting area 2220, where an existing fixturing point is cut off. FIG. 21and then moved to a parts production area 2130, where a new fixturingpoint is printed thereon by a 3D printing enabled robot. Alternatively,the 3-D printing enabled robot (e.g., an automated constructorsupporting a 3-D printer or otherwise having a 3-D printing function)may print on the new fixturing point on the assembly line. It may benoted that because a transmission can be a stressed member in sometransport structures, the transmission can be considered both a standardCOTS part and a structural COTS part. In some instances, tire tools maybe printed, such as in the parts production area 2130 or COTS productionarea 2800, to beneficially enable high rate production of tires with lowtooling cost.

Once the COTS parts have been processed (e.g., bending, cutting,printing, etc.), they can be transferred to various sub-system buildlines 2400 (e.g., suspension, drivetrain, chassis, interior, etc.),including the chassis build line 2300, along with the 3-D printed parts.For example, the chassis build line may comprise three robotic assemblystations, including a first station 2310 for dry building, a secondstation 2320 for bonding, and a third station 2330 for componentbuilding. The chassis build line may perform functions such asinspection (e.g., scanning), adhesive injection, bolting, placing ordepositing of components, 3-D printing, imaging (e.g., via cameras), andmoving (e.g., via conveyers) of parts. Each of the other subsystems 2400may comprise one or more robotic assembly stations. The final product ineach of the sub-systems (e.g., vehicle suspension, drivetrain, chassis,aircraft fuselage, etc.) may be assembled during general assembly 2500.

The parts production system may further comprise additional andindependent input other than the 3-D printed structural parts and thestandard and structural COTS parts. For example, in a body productionarea 2700, the system may produce custom exterior body panels and othercustom formed members. The body panels may comprise materials such asaluminum, carbon fiber, fiber-reinforced plastic, or plastic.Beneficially, the production of body panels and other custom formedmembers on-site at the facility 2000 can reduce tooling costs because itdoes not require the expensive tooling and stamping capital equipmentused for traditional steel bodies.

The use of plastic, carbon, and/or aluminum bodies may allow the bodiesto be wrapped, rather than painted for color, to beneficially reduceenvironmental pollution of the facility 2000 which can be caused bypaint. The wrapping of the body panel can be performed at the end of thebody panel production area.

The body production area 2700 may also produce other custom formed bodyparts. For example, the body production area may produce a low profilecustom roof rail composed of carbon fiber to reduce mass, and shaped toconform or even interface with the exterior body of the vehicle. Thecustom formed body parts may be produced via a traditional layup orautoclave process. Alternatively, the custom formed body parts may bemade with a tool that is 3-D printed, which can beneficially reducecapital expenditure costs. The cost associated with a tool used formaking the part may not require amortization across a large volume ofvehicles. For example, the low-cost 3-D printed tool may be reused ifthe corresponding part (e.g., custom roof rail) made using the tool isexpected to be used in the future to manufacture other vehicles in thefacility 2000, or be useful in other products. Alternatively, if thesystem (e.g., vehicle optimization system, ERP system, control system)determines that there is low probability that the tool will re-used, thetool can be recycled, such as via disassembly at area 2100 and recyclingin recycling area 2110.

Once all the production inputs, such as the 3-D printed parts, standardand structural COTS parts, body parts, other tools, and/or materials,are delivered to the appropriate locations, via a transport system, onan assembly line, the vehicle assembly may begin. The assembly line maycomprise a conveyer belt, gantry-type arrangement or other form, and maytransport the parts from location to location up or down the line,wherein a process is performed at each location. Alternatively, theassembly line may comprise a fixed working area, wherein all processesare performed at substantially the same location. For example, asdescribed previously above, the transport system may comprise robots ormanual labor to transport the parts to the working area, and differentprocesses may be performed by, for example, enabling robots to moverelative to the working area. The assembly line may end 2900 aftergeneral assembly 2500 and body assembly 2600, 2650 are complete. Themethod of assembly in the assembly line is described in detail furtherbelow. While various systems and processes (e.g., disassembly, smelting,powder production, laser and water cutting, CNC bending, cleaningstation, ovens, etc.) have been described with respect to the partsproduction system in FIG. 2, a person of ordinary skill in the art mayrecognize that an assembly facility for different types of transportstructure, such as aircraft, boats, motorcycles, snowmobiles, masstransit transport structures and the like, may include additional ordifferent areas, systems and subsystems as those areas described abovewith respect to the vehicle manufacturing facility. Furthermore, it willbe appreciated that a vehicle manufacturing facility need not compriseall of the various systems and processes described above and that thevarious systems and processes need not be configured as illustrated inFIG. 2. Alternatively or in addition, a vehicle manufacturing facilitymay implement variations of the various systems and processes described.For example, the facility may comprise only a sample of the processes,such as only utilizing COTS parts and not 3-D printed parts, or viceversa. For example, as previously described, COTS parts may be trimmedbefore being bent, or vice versa. For example, as previously described,3-D printed parts may be printed on the assembly line, and parts may beprinted on COTS parts.

FIG. 3 shows an alternative exemplary configuration of the partsproduction system 3000. While the assembly of numerous types oftransport structures may be contemplated as described above, the examplein FIG. 3 is directed to a parts production system 3000 for a vehicle inorder to avoid unnecessarily obscuring concepts of the disclosure. InFIG. 3, the parts production system or facility 3000 can be segmented byvehicle sub-system areas (e.g., sub-system 2400 in FIG. 2). The facility3000 may comprise one or more parts production segments. For example,the facility may comprise a 3-D printed parts production segment 3100and a COTS parts production segment 3200. FIG. 3 further illustrates anumber of subsystems 3600 in the assembly line where different taskscommon to both 3-D printed parts and COTS parts may be performed.

In an exemplary embodiment intended to increase manufacturingflexibility and efficiency, the 3-D printed parts production segment3100 and the COTS parts production segment 3200 of FIG. 3 may operate incoordination with one another to facilitate assembly of one or moretypes of vehicles. This coordination may be achieved, at least in part,by means of the control system 1500 and database 1510 described withreference to FIG. 1B, as well as the automated constructors 1520 a-x androbotic devices that may be in communication with the control system1500 via network 1515 (FIG. 1B). These automated constructors androbotic devices may autonomously move between one or more stations orassembly stations and/or perform different tasks (in real-time orotherwise) at the direction of the control system 1510 based upondemand, availability, and other factors.

In the 3-D printed parts production segment 3100, an old vehicle or oldvehicle part to be recycled 3010 can be disassembled to producerecyclable material 3110 and non-usable material 3205. The non-usablematerial can be discarded from the system. The recyclable material maybe converted to ingots, such as via transferring the material to asmelter. The ingots can be produced from metal from any sources,including from sources other than disassembled old vehicles and oldvehicle parts. Powder can be produced 3120 from the ingots, such as viagas atomization in a powder production tower. The powder may be fed toone or more 3-D printers 3130. The 3-D printed parts may go throughpost-print processing 3140, including processes such as surfacetreatment, cleaning, and/or heat treatment. The 3-D printed parts 3400may be pooled and stored 3150 in a first parts hub location 3101. Thefirst parts hub location 3101 may further comprise one or more robots,such as automated constructors, that are capable of transferring avehicle part to a desired assembly line location. For example, the 3-Dprinted parts can be dispatched out from the first parts hub location3101 to various locations in an assembly line via one or more automatedconstructors. In some instances, the parts required to build asuspension sub-system may be 3-D printed in a suspension partsproduction area 3160. The 3-D printed suspension parts may betransferred directly to the suspension sub-system location 3070 in theassembly line. Alternatively, the 3-D printed suspension parts may betransferred, with the other 3-D printed parts, to the first parts hublocation 3101, where they can be subsequently dispatched out to thesuspension sub-system location 3070 in the assembly line. Alternatively,the suspension parts may be acquired as COTS products.

In the COTS parts production segment 3200, after the COTS parts arereceived 3210, either from on-site production or from an off-sitesource, the COTS parts may undergo CNC bending 3220 and/or cutting 3230,such as via laser and water-jets. The customized (e.g., via bending andcutting) COTS parts 3500 may be pooled and stored 3240 in a second partshub location 3300. The second parts hub location 3300 may also compriseone or more robots, such as automated constructors, that are capable oftransferring a part to a desired assembly line location. The one or morerobots at the first parts hub location and the one or more robots at thesecond parts hub location can be functionally equivalent. For example,the customized COTS parts can be dispatched out from the second partshub location to various locations in the assembly line via one or moreautomated constructors.

In some instances, parts required to build a drivetrain sub-system maybe produced in a drivetrain production area 3250. Alternatively, theparts required to build a drivetrain sub-system may be acquired as COTSparts. The drivetrain parts may be transferred directly to thedrivetrain sub-system location 3060 in the assembly line, oralternatively through the first parts hub or the second parts hub. Insome instances, parts of an interior sub-system can be produced in aninterior production area 3260. Alternatively, the interior parts may beacquired as COTS parts. The interior parts may be transferred directlyto the interior sub-system location 3080 in the assembly line, oralternatively through the first parts hub or the second parts hub. Insome instances, body wrapping parts, such as body panels and glass, maybe produced in a body wrapping parts production area 3270.Alternatively, the body wrapping parts may be acquired as COTS parts.The body wrapping parts may be transferred directly to a glass bodysub-system location 3090 in the assembly line, or alternatively throughthe first parts hub location 3101 or the second parts hub location 3300.

Some other assembly line locations to which parts can be transportedinclude the dry fitting location 3040 and the bonding and curinglocation 3050.

Different robotic assembly stations at different locations may be usedfor different stages of vehicle assembly and manufacture. The differentstations may be located in a way to follow a logical progression. Forexample, a robotic assembly station performing a previous stage may belocated adjacent to a robotic assembly station performing the subsequentstage. In some instances, a vehicle, or vehicle parts, can follow aroute or path and the various stations may be located along or adjacentto the route or path. For example, robotic assembly stations may belocated such that the parts travel along a substantially linear orcircular path. In some instances, each assembly line location maycomprise a robotic assembly station. Throughout various locations in theassembly line, there may be available one or more robot arm exchangestations 3020 and one or more mobile robotic arm trays 3030. In someinstances, robot arm exchange stations may be stationary and the mobilerobotic arm trays may be capable of travel either autonomously or withaid (e.g., pushing) of another robot capable of travel, such as anautomated constructor. The robot arm exchange stations 3020 and themobile robotic arm trays 3030 will be described in more detail furtherbelow.

FIG. 4 shows an example of an additional assembly configuration. Theadditional assembly configuration may optionally be used for low volumeassembly. The low volume assembly configuration 4000 allows for completeassembly of a transport structure 4100, including assembly of vehiclestructure, in as few as seven stations 4001-4007. Alternatively,depending on the configuration, an assembly can be completed in lessthan or equal to seven stations for a particular vehicle. An assemblycan be completed in a greater number of stations than those previouslylisted. In some instances, each station can correspond to a roboticassembly station, each robotic assembly station comprising one or moreautomated constructors 4120 performing a set of one or more vehiclemanufacturing processes associated with each robotic assembly station.For example, a first station can comprise a set of vehicle manufacturingprocesses for node assembly 4001, a second station can comprise a set ofvehicle manufacturing processes for flat sheet assembly 4002, a thirdstation can comprise a set of vehicle manufacturing processes foradhesive cure 4003, a fourth station can comprise a set of vehiclemanufacturing processes for assembly of engine suspension components4004, a fifth station can comprise a set of vehicle manufacturingprocesses for interior assembly 4005, a sixth station can comprise a setof vehicle manufacturing processes for door and window trimming 4006,and a seventh station can comprise a set of vehicle manufacturingprocesses for body panel installation and wrapping 4007. In otherinstances, each stage of manufacturing can correspond to a roboticassembly station, each stage comprising one or more substations. Forexample, a first robotic assembly station may comprise the substationsin the first stage, including node assembly 4001, flat sheet assembly4002, and adhesive cure 4003. A second robotic assembly station maycomprise the substation in the second stage, such as the assembly ofengine suspension components 4004. A third robotic assembly station maycomprise the substations in the third stage, including interior assembly4005 and door and window trimming 4006. A fourth and final assemblystation may comprise the substation in the fourth stage, such as bodypanel installation and wrapping 4007.

Each station and/or robotic assembly station may comprise three levelsof actions, including high level action 4010, medium level action 4020,and low level action 4030. In some instances, the level of an action maybe determined by degree of involvement of the one or more automatedconstructors tasked to perform the action. Alternatively or in addition,the level of an action may be determined by its degree of difficulty.Alternatively or in addition, the level of an action may be determinedby its degree of intervention (e.g., contact, manipulation, control,etc.) with the vehicle 4100 being assembled. Alternatively or inaddition, the level of an action may be determined by its proximity toan autonomous assembly platform 4105. For example, the transportation ofparts and tools from a mobile supply vehicle 4130 to the autonomousassembly platform 4105 via a conveyer belt 4110 can be a low levelaction because an automated constructor need only perform a simple tasksuch as transporting the parts or tools between two locations and thistasked is performed at a relatively long distance (e.g., end of conveyerbelt) from the autonomous assembly platform. For example, actionsperformed intermediately on the parts or tools on the conveyer belt canbe medium level action. For example, actions performed at the autonomousassembly platform can be high level action.

Different vehicle parts or vehicle tools may be conveyed where needed,on demand. For example, the different vehicle parts and/or tools may betransported between robotic assembly stations or within robotic assemblystations or from another location to a particular robotic assemblystation. The mobile supply vehicle 4130 and conveyer belt 4110 mayconveniently and efficiently make available parts and/or tools requiredin the robotic assembly station to the one or more automatedconstructors associated with the robotic assembly station. For instance,a mobile supply vehicle may approach an automated constructor todirectly provide a part to an automated constructor. An automatedconstructor may alternatively approach the mobile supply vehicle todirectly receive a part from the mobile supply vehicle. A mobile supplyvehicle may also provide a part via an intermediate conveyer belt. Sucha conveyer belt may transfer a part from one location to anotherlocation without aid of any mobile supply vehicles. A conveyer belt mayminimize or reduce the need for travel of an automated constructor tofetch the parts. The autonomous assembly platform 4105 may be anyplatform that is capable of supporting one or more vehicle manufacturingprocesses. For example, the platform 4105 can be configured to supportthe size and weight of a vehicle or other transport structure beingassembled on the platform. The platform 4105 can comprise any shape(e.g., substantially circular, angular, polygonal, free-form, etc.) andany suitable area. In some instances, the autonomous assembly platform4105 may simply comprise an area of the ground-level ground (e.g.,floor) of the facility 4000. In other instances, the autonomous assemblyplatform 4105 may be raised above ground-level. The platform 4105 may becapable of moving up and down. The platform 4105 may or may not becapable of moving laterally or rotating. The autonomous assemblyplatform 4105 may be substantially parallel to the ground. Theautonomous assembly platform 4105 may be configured to rotate clockwiseor counterclockwise to allow one or more automated constructors accessto different parts of a vehicle 4100 on the platform without the one ormore automated constructors themselves having to move acrossinconvenient paths (e.g., over, under, or through a conveyer belt) toaccess the different parts of the vehicle. The automated constructorsmay be capable of traversing the ground to move around the platform4105.

The assembly line may be monitored, such as via one or more qualitycontrol sensors 4140. The one or more quality control sensors 4140 maybe fixed at a location, with some freedom of movement (e.g., rotation,panning, tilting, etc.) or no freedom of movement throughout thefacility 4000. Alternatively or in addition, the one or more qualitycontrol sensors 4140 may be included on one or more robots, such asautomated constructors. The quality control sensors 4140 may, insubstantially real-time, provide quality control and feedback to one ormore transport structure manufacturing processes, such as by comparingthe assembled product to requirements in a desired design. The qualitycontrol sensors 4140 may be communicatively coupled to the controlsystem 1500 (FIG. 1B) to transmit sensing data to the control system,wherein the control system may, in response to the sensing data, provideinstructions to one or more robots, such as automated constructors, ofthe system to continue, stop, or change one or more actions they areperforming. The sensors 4140 can include cameras, infrared sensors,other visual detectors (e.g., scanners, etc.), audio sensors (e.g.,microphone), heat sensors, thermal sensors, motion detectors, and/orother sensors. The sensors can detect visual and non-visual propertiesof a part, robot, tool, or any individuals within an assembly station.The sensors, with aid of one or more processors, may capture one or moreimages, capture videos, track location, status, and orientation ofparts, and/or spot errors. Data obtained from the sensors may be storedin memory and/or analyzed with aid of one or more processors. Inaddition, data gathered by the sensors and the one or more processorsmay be conveyed to a remote user.

FIG. 5 shows a schematic illustration of an additive manufacturingassembly system. The additive manufacturing assembly system may comprisenodal structures, including connectors (e.g., nodes) and interconnectingmaterials that can be connected to each other via the connectors. Theinterconnecting materials may comprise various standardized structuralmaterials, such as honeycomb panels, tubes, and extrusions. Theconnectors may be 3-D printed, such as in the parts production area 2130in FIG. 2. Alternatively, the connectors may be acquired as COTS parts,and modified or used as is, depending on the implementation. Theinterconnecting structural materials may be 3-D printed, such as in theparts production area 2130 in FIG. 2. Alternatively, the interconnectingstructural materials may be acquired as COTS parts. In some instances,the connectors and/or the interconnecting material may partiallycomprise COTS parts and partially 3-D printed material, such as whensome portion of the connectors and/or the interconnecting material is3-D printed onto a COTS part. Alternatively, non-printed structuralmaterial may be manufactured within the facility.

Various connecting techniques, including the use of fasteners (e.g.,screws) and adhesives (e.g., glues), can be used to assemble aninterconnecting material with another interconnecting material via aconnector. For example, a first tube and a second tube may each befastened via a fastener to a node, thereby being joined by the node. Inanother example, a first tube and a second tube may each be fastened toa node via injecting adhesives between the joints of the first tube andthe node and between the joints of the second tube and the node, therebybeing joined by the node. The connecting methods may temporarily orpermanently connect an interconnecting material to a node. Theavailability of 3-D printing can add substantial flexibility to theavailable connecting methods. For example, fasteners, fixturing features(e.g., holes of a certain diameter) for fixturing the fasteners, and/orchannels for the introduction of adhesives can be custom-designed and3-D printed. In some instances, the fasteners, features for fixturingthe fasteners, and/or channels for the introduction of adhesives can be3-D printed onto a connector or interconnecting material. Flexiblefixturing features can include screws, friction, key-based interlocksthat can enable a robotic assembly station to quickly and adaptivelyfixture the parts, and the like.

In an exemplary embodiment, the additive manufacturing system 5100 mayimplement a robotic assembly system. A robotic assembly system mayincrease rate production of complex transport structures. As describedpreviously above (such as with respect to FIGS. 1A and 1B), a transportmanufacturing facility may comprise a plurality of robotic assemblystations and a plurality of robots, such as automated constructors andmobile supply vehicles, associated with each assembly station. Theplurality of robots can be configured within robotic assembly stationarrangements to collaboratively assemble and verify quality control oftransport structures passing through the assembly station. A roboticassembly station can comprise various specific features and/or sensorsconfigured to enable rapid assembly of the vehicle or other transportstructure parts, including the 3-D printed parts, COTS parts, and/ornon-printed facility manufactured parts.

The robotic assembly system may be flexible in many aspects. Forexample, the robotic assembly stations can be configured to be able toadjust and assemble new and/or different structures without the need forsignificant adjustments to fixturing or reprogramming of the roboticassembly system or components thereof (e.g., robots). For example, thedesignated locations and/or designated areas of the robotic assemblystations may be modified in real-time. In some exemplary embodimentsinvolving the assembly of vehicles such as automobiles, the plurality ofrobots can each be capable of performing different vehicle manufacturingprocesses, such that an existing robot can be instructed to perform adifferent vehicle manufacturing process without having to substitute therobot for a different robot in order to perform the different vehiclemanufacturing process.

A robotic assembly station may be non-design specific. As describedpreviously, different vehicle models may share one or more roboticassembly stations at the same time or at different times. A roboticassembly station may, for example, assemble structures to be used forvarious different brands of vehicles, various different models ofvehicles, various different categories of vehicles (e.g., trucks,trailers, buses, four-wheel automobiles, etc.), and/or various differentcategories of transport structures (e.g., boats, aircraft, motorcycles,etc.). For example, the various different brands, models, and/orcategories of vehicles may be presented in arbitrary order to a roboticassembly station, and the robotic assembly station may continue toperform the set of one or more vehicle manufacturing processesassociated with the robotic assembly station. Similarly, a robot may benon-design specific. The same robot may perform the same vehiclemanufacturing process (e.g., welding) for various different brands,models, and/or categories of vehicles. In some instances, differentrobots may share the same tools for various different brands, models,and/or categories.

The robotic assembly system may comprise additive manufacturingprocesses. The additive manufacturing processes may be verticallyintegrated, such as by incorporating printing machines (e.g., 3-Dprinting robot) as well as assembly machines (e.g., various automatedconstructors) in a robotic assembly station. Non-printed structuralmaterial may also be manufactured within the plant, for example, insmall or large volume. For instance, carbon fiber may be weaved intospecific shapes by one or more automated constructors (e.g., carbonfiber weaving robots). The carbon fiber material may be shaped todesired 3-D designs, such as by varying the length of individual strandsof the carbon fiber. In some instances, the non-printed structuralmaterial may be produced as demanded. This may beneficially reduceinventories for discrete parts. The inventories may comprise bulk rawmaterial stock for on-demand production of the non-printed structuralmaterial.

In a robotic assembly station, a plurality of robots may be utilized toassemble parts of a vehicle 5010. For example, some robots, such asmobile support vehicles, can be configured to gather 3-D printed partsfrom printers, collect standard and structural COTS materials, such ascarbon fiber tubes, extrusions and structured panels, and collect armsof a robot from a robot arm exchanging center 5100 for transport. Mobilesupport vehicles can include mobile support vehicles 5210 to carry oneor more vehicle components and mobile support vehicles 5200 to carry oneor more robot arms. For example, a mobile support vehicle 5210 may carrya tray of fasteners 5140, a tray of nodes 5130, and/or a tray of COTSextrusions 5120. The same mobile support vehicle may carry more than onetype of vehicle components. Alternatively, different mobile supportvehicles may carry different types of vehicle components. In someinstances, a mobile support vehicle may be specific to one or more typesof vehicle components or tools.

A mobile support vehicle may travel autonomously in whole or in part,such as via preprogrammed instructions and/or instructions from acontrol system (such as the control system 1500 in FIG. 1B or controlsystem 6000 in FIG. 6 to be discussed further below). In some instances,the mobile support vehicle may comprise one or more sensors (e.g.,cameras, geo-location device such as a GPS, etc.) communicating with thecontrol system, such that the control system may track the location ofthe mobile supply vehicle. In an exemplary embodiment, the controlsystem may use the tracked location to form and transmit instructions.The mobile supply vehicle may roll, rotate, walk, slide, float, flyand/or perform a combination of the above, to travel from one locationto another location. The mobile support vehicle may move freely within aparameter or a set of parameters, along a surface, and/or along a track(etc. laterally, vertically, etc.). In some instances, a mobile supportvehicle may be configured to travel such that a base is moving relativeto an underlying surface (e.g., ground, rope, side of a wall, side of acolumn, etc.). For example, the mobile support vehicle may comprise amoving component and a non-moving component. The moving component, suchas wheels, belts, limbs, wings, or other parts (e.g., cogs, etc.) maymove relative to the non-moving component to move the non-movingcomponent relative to the underlying surface.

In an exemplary embodiment, some robots, such as automated constructors,can be configured to assemble parts, fixture parts, and apply fastenersand adhesives to the vehicle parts. An automated constructor may befixed in location with limited freedom of movement (e.g., rotation,rotation of limb if one exists, etc.). Alternatively or in addition, anautomated constructor may travel autonomously or semi-autonomously, suchas via preprogrammed instructions and/or instructions from a controlsystem (such as the control system 1500 in FIG. 1B or control system6000 in FIG. 6) as described previously above. The automated constructormay freely traverse over an underlying surface. The automatedconstructor may be free to move in any lateral direction that is free ofobstacles or obstructions. The automated constructor may comprise one ormore processors on-board the automated constructor that may generatecommands to control movement of the constructor. The commands may begenerated in response to and/or based on data collected by one or moresensors on-board the automated constructor.

In exemplary embodiments, the automated constructor may comprise one ormore sensors (e.g., cameras, geo-location device such as a GPS)communicating with the control system, such that the control system maytrack the location of the automated constructor. In some instances, thecontrol system may use the tracked location to form and transmitinstructions. The automated constructor may roll, rotate, walk, slide,float, fly and/or a combination of the above to travel from one locationto another location. For example, the automated constructor may compriseone or more wheels that may roll to propel the automated constructor.The automated constructor may move freely within a parameter, along asurface, and/or along a track (etc. laterally, vertically, etc.). Insome instances, an automated constructor may be configured to travelsuch that a base is moving relative to an underlying surface (e.g.,ground). For example, the automated constructor may comprise at least amoving component and a non-moving component. The moving component, suchas wheels, belts, limbs, wings, or other parts (e.g., cogs, etc.) maymove relative to the non-moving component to move the non-movingcomponent relative to the underlying surface.

Automated constructors can include robots such as a bonding robot 5330for bonding, a fixture robot 5320 to deal with fixtures, a 3-D printingrobot 5310 for printing 3-D parts or for supporting a separate 3-Dprinter, a bolting robot 5340 for bolting, an arm-replacing robot 5220for replacing arms of other robots, an extrusion robot 5300 to deal withextrusions, such as for creating extrusions and/or installingextrusions, a press-fitting robot (not shown in FIG. 5), and a weldingrobot (not shown in FIG. 5) for welding. A 3-D printing robot maycomprise a robot equipped with a 3-D printer. The 3-D printing robot maytravel autonomously or semi-autonomously like other automatedconstructors. The mobile 3-D printing robot may, on demand, travel to anassembly line or other working area (e.g., platform) and print directlyon a vehicle, vehicle part, and/or vehicle assembly.

Various other robots can perform mechanical processes such as, cutting(e.g., via water-jets, laser cutters), bending (e.g., CNC machinebending), and milling (e.g., of panels to accept inserts and allowconformity to specific shapes). Alternatively, mobile support vehiclerobots may transport the parts requiring the mechanical processes toother machines.

An automated constructor may be configured to perform a vehiclemanufacturing process, with or without aid of one or more tools. Forexample, a 3-D printing robot may be configured to perform a 3-Dprinting process with aid of a 3-D printer. The one or more tools (e.g.,3-D printer) may be a permanent or detachable part of the automatedconstructor. In some instances, an automated constructor may compriseone or more robotic arms 5110. The one or more robotic arms may bepermanently attached or be detachable from the automated constructor. Inone example, the arm may have a tool that may be affixed to the arm, andthe arm may be swapped out to exchange tools as needed. In anotherexample, the arm may remain affixed to the automated constructor but atool, such as an end effector, may be swapped out from the arm. Arobotic arm may comprise an interchangeable end effector that is capableof performing a variety of tasks (e.g., chassis assembly, batteryassembly, body panel assembly, painting, human heavy lifting assistance,application of fasteners, application of adhesives, application ofpaints, fixturing of components for curing, etc.). In some instances,the end effector may be interchangeable. Alternatively or in addition, arobotic arm comprising the end effector may be interchangeable. In someinstances, the one or more tools may be made available at variousstationary locations. For example, one or more arms comprisinginterchangeable end effectors may be made available at various fixed armexchange areas 5100 where robots may visit to exchange arms.Alternatively, the tools, such as the one or more arms comprising theinterchangeable end effectors, may be made available on mobile supportvehicles 5200 that are configured to transport the one or more arms tovarious locations accessible by other robots. In some instances, amobile support vehicle carrying the one or more arms may deliver an armto a specific robot. The robot arms available may be non-designspecific. For example, different robots may use the same arm atdifferent points in time to perform a vehicle manufacturing process ondifferent models and/or categories of vehicles. In some instances, arobotic arm may be compatible with any automated constructor, such thatany automated constructor may use the robotic arm. In other instances, arobotic arm may be compatible with only a certain type of automatedconstructors, such that only the certain type of automated constructorsmay use the robotic arm.

In an example, a robotic assembly station can, through use of one ormore automated constructors comprising one or more robotic arms,simultaneously coordinate the insertion of multiple tubes into a nodefrom various angles, introduce bolted secondary features, and theninject an adhesive via 3-D printed channels. Fixture robots can thenapply external fixtures to provide the proper location during cure.

FIG. 6 shows a schematic diagram of an assembly system control system6000. In some instances, the assembly system control system 6000 andworkings of the assembly system control system may correspond to thecontrol system 1500 in FIG. 1B and workings of the control system 1500in FIG. 1B. The control system 6000 may comprise known computingcomponents, such as one or more processors, one or more memory devicesstoring software instructions executed by the processor(s), and data.The one or more processors can be a single microprocessor or multiplemicroprocessors, field programmable gate arrays (FPGAs), or digitalsignal processors (DSPs) capable of executing particular sets ofinstructions, or some combination of these components. Computer-readableinstructions can be stored on a tangible non-transitorycomputer-readable medium, such as a flexible disk, a hard disk, a CD-ROM(compact disk-read only memory), an MO (magneto-optical), a DVD-ROM(digital versatile disk-read only memory), a DVD RAM (digital versatiledisk-random access memory), or a semiconductor memory. In some exemplaryembodiments, the control system may use cloud storage any future storagetechnologies that, for example, may be pivotal to the Internet of Things(IoT). Alternatively, the methods disclosed herein can be implemented inhardware components or combinations of hardware and software such as,for example, ASICs (application specific integrated circuits), specialpurpose computers, or general purpose computers.

The network 6010 may be configured to connect and/or providecommunication between various components (e.g., one or more automatedconstructors 6200, one or more mobile supply vehicles 6300, etc.) andthe control system 6000. For example, the network may be implemented asthe Internet, intranet, extranet, a wireless network, a wired network, alocal area network (LAN), a Wide Area Network (WANs), Bluetooth, NearField Communication (NFC), any other type of network that providescommunications between one or more components of the network layout inFIG. 6, or any combination of the above listed networks. In someembodiments, the network may be implemented using cell and/or pagernetworks, satellite, licensed radio, or a combination of licensed andunlicensed radio. The network may be wireless, wired (e.g., Ethernet),or a combination thereof.

The control system 6000 may be implemented as one or more computersstoring instructions that, when executed by one or more processors, cangenerate and transmit instructions to one or more automated constructors6200, one or more mobile supply vehicles 6300, other robots, and/ormachines in the assembly system. The control system can further receivedata and/or instruction requests from the one or more automatedconstructors, mobile supply vehicles, other robots, and/or machines inthe assembly system. While FIG. 6 illustrates a single control system6000, in some embodiments, a vehicle manufacturing facility may compriseone or more control systems, wherein each control system operatessubstantially parallel to and/or in conjunction with the control system6000, such as through the network 6010. Alternatively or in addition,control system 6000 may be distributed throughout different locationswithin the facility. For example, the vehicle manufacturing facility maycomprise a main control system and an ERP system, wherein the ERP systemis embedded as part of the main control system. In some instances, asingle computer may implement the one or more control systems.Alternatively, the one or more control system may be implemented onseparate computers. In certain configurations, one or more controlsystems may be a software stored in memory accessible by other controlsystems (e.g., in a memory local to the other control systems or remotememory accessible over a communication link, such as the network). Insome configurations, for example, one control system may be a computerhardware, and another control system (e.g., ERP system directing the 3-Dprinters) may be software that can be executed by another controlsystem.

The one or more control systems 6000 can be used to control variouscomponents of the vehicle manufacturing facility in a variety ofdifferent ways, such as by storing and/or executing software thatperforms one or more algorithms to achieve control. Although a pluralityof control systems have been described for performing the one or morealgorithms, it should be noted that some or all of the algorithms may beperformed using a single control system, consistent with disclosedembodiments.

In some instances, the one or more control systems may be connected orinterconnected to one or more databases, such as the database 1510 inFIG. 1B. The one or more databases may be one or more memory devicesconfigured to store data (e.g., sensor data, parts manufacturing data,inventory data, etc.). The one or more databases may also, in someexemplary embodiments, be implemented as a computer system with astorage device. In one aspect, the one or more databases may be used bythe control system 6000 to perform one or more operations consistentwith the disclosed embodiments. In certain exemplary embodiments, theone or more databases may be co-located with the control system, and/orco-located with other components (e.g., automated constructors 6200) ona network, which may or may not be the network 6010. For example, anautomated constructor 6200 may transmit sensor data to the one or moredatabases without going through the control system. It will beappreciated that one or more other configurations and/or arrangements ofthe one or more databases are also possible.

The control system 6000 may communicate with multiple users, such asthrough the network 6010. For example, one or more users, such as afirst user 6020 a and a second user 6020 b may communicate with thecontrol system. The users (e.g., administrator of the vehiclemanufacturing facility, plant manager, etc.) may participate in thesystem such as to monitor the vehicle manufacturing process (e.g., robotactivity, production efficiency, quality control, etc.) and/or giveinstructions to various components (e.g., robots, machines, etc.) of thevehicle manufacturing facility. Communications may be one-way, forexample from a user to the control system (e.g., command, instruction,etc.) or from the control system to a user (e.g., alerts, notifications,commands, instructions, etc.). Alternatively, communications may betwo-way between a user and a control system. In some instances, a usermay communicate with other users of the system. The user may beassociated with the facility, and can include individuals or entitiessuch as an administrator of the facility, employee of the facility,designer of a vehicle model or other transport structure beingmanufactured by the facility, and customers or potential customers ofthe facility. The instructions provided by a user to the command systemmay be real-time instructions (e.g., following the manufacture of avehicle) or periodic instructions at regular or irregular intervals(e.g., initiation of an assembly or design, periodic check-up at keystages, etc.). In some instances, the instructions may be at a highlevel, such as to command the start or stop of an assembly or otherwiseinitiate a pre-existing protocol, wherein the control system may thenperform the user command autonomously or semi-autonomously. In someinstances, the instructions may be more detailed, such as controllingindividual paths of a robot, controlling travel paths of a vehicle part,and controlling schedules.

A user may communicate with the system with the aid of a user device6030 a, 6030 b which may comprise an interface. For example, a firstuser may communicate with the system with the aid of a first user devicecomprising an interface, a second user may communicate with the systemwith the aid of a second user device comprising an interface, an n^(th)user may communicate with the system with the aid of an n^(th) userdevice comprising an interface, and so on.

The user device 6030 a, 6030 b may be a mobile device (e.g., smartphone,tablet, pager, personal digital assistant (PDA)), a computer (e.g.,laptop computer, desktop computer, server), or a wearable device (e.g.,smartwatches). A user device can also include any other media contentplayer, for example, a set-top box, a television set, a video gamesystem, or any electronic device capable of providing or rendering data.The user device may optionally be portable. The user device may behandheld. The user device may be a network device capable of connectingto a network, such as a local area network (LAN), wide area network(WAN) such as the Internet, a telecommunications network, a datanetwork, or any other type of network.

The user device may comprise memory storage units which may comprisenon-transitory computer readable medium comprising code, logic, orinstructions for performing one or more steps. The user device maycomprise one or more processors capable of executing one or more steps,for instance in accordance with the non-transitory computer readablemedia. The user device may be, for example, one or more computingdevices configured to perform one or more operations consistent with thedisclosed embodiments. The user device may comprise a display showing agraphical user interface. The user device may be capable of acceptinginputs via a user interactive device. Examples of such user interactivedevices may include a keyboard, button, mouse, touchscreen, touchpad,joystick, trackball, camera, microphone, motion sensor, heat sensor,inertial sensor, or any other type of user interactive device. The userdevice may be capable of executing software or applications provided byone or more authentication systems. For example, a user (e.g., facilityadministrator, plant manager, etc.) may input instructions through theuser device to the control system for forwarding to one or more robotsor machines. In another example, a user may reprogram the controlsystem, such as for re-optimization of the vehicle manufacturing processor for a software update. In another example, a user may have an optionto transmit an emergency stop command, such as for safetyconsiderations, that can stop operation of all robots and/or machinesoperating in the vehicle manufacturing facility.

The control system 6000 may be configured to generate instructions forone or more automated constructors 6200 and/or one or more mobile supplyvehicles 6300 to travel to or from each assembly station. For example,the control system may instruct the one or more automated constructorsto autonomously travel to or from each assembly station. Alternativelyor in addition, the control system may provide more detailed (e.g.,step-by-step) instructions to the one or more automated constructors totravel to or from each assembly station. In some instances, the controlsystem may change the designated location and/or designated area of arobotic assembly station 6100, 6120, such as by instructing the travelof one or more automated constructors associated with the roboticassembly station. Alternatively or in addition, a robot may havepre-programmed instructions that the control system may or may notoverride. In this aspect, the robotic assembly stations may be flexibleand modular, and the manufacturing facility may be readily reconfiguredby changing the respective locations and/or areas of each roboticassembly station within the limits of the facility location and/orfacility area. In some instances, the control system may provideinstructions to a component (e.g., mobile supply vehicle 6300) incoordination with other components in the same robotic assembly station.For example, the control system 6000 may give instructions to all robotsassociated with a first robotic assembly station 6100 to stop any andall operations and travel to the second robotic assembly station 6120.

In an exemplary embodiment, the control system 6000 may generateinstructions in real-time. Real-time can include a response time of lessthan 1 second, tenths of a second, hundredths of a second, or amillisecond. Depending on the implementation, each of the one or morerobots 6200, 6300, such as those described above or further below, maybe capable of responding to instructions from the control system inreal-time. For example, through the movement of the one or moreautomated constructors, the robotic assembly stations may bereconfigured and scaled in location and/or area in real-time.

The control system 6000 may be further configured to generateinstructions for the one or more automated constructors 6200 to performone or more manufacturing processes for vehicles or other transportstructures, or one or more sets of one or more manufacturing processes.The control system may give detailed instructions to the one or moreautomated constructors as to performing a manufacturing process. Forexample, the control system (such as through an ERP system) may givespecific dimensions of a vehicle part to a 3-D printing automatedconstructor to print.

In another example, a robot may freely move to and from and within arobotic assembly station, within the limitations of instructionspre-programmed in the robot and/or instructions received from a controlsystem (such as the control system 1500 in FIG. 1B and/or control system6000 of FIG. 6) and/or instructions learned by the robot viamachine-learning. The robot may be capable of receiving andpost-processing 3-D printed parts, and delivering the 3-D printed partsto a robotic assembly station for incorporation into a complex structure(e.g., chassis). Different robotic assembly stations may be placed nextto or around one or more assembly lines, such as for efficiency, thatcan enable materials to pass through the different robotic assemblystations as the processes are conducted.

FIG. 7 shows an example of a robotic automation system. The roboticautomation system 7000 may comprise one or more automated constructors7200, a conveyer belt 7500 to transport one or more transport structureparts 7300, 7400, a sensor 7600, and one or more process tools 7100.Alternatively, the system may comprise transport systems alternative tothe conveyer belt, such as other moving platforms, mobile robots and/ormanual labor. The robotic automation system may support variousprocesses performed in a manufacturing facility, such as manufacturing,testing, inventory, pre-use, recycling, or disposal processing. Theprocess performed by the robotic automation system may be constructive,conservational, or deconstructive as is appropriate for the phase of thelife cycle of the parts of the transport structure being processed.

The one or more automated constructors 7200 and/or the one or moreprocess tools 7100 may be mobile, such that they can travel to verylarge, permanently-installed, or stored parts. Alternatively or inaddition, the conveyer belt 7500 may convey the one or more automatedconstructors and/or the one or more process tools towards the one ormore parts 7300, 7400. Alternatively or in addition, the one or moreparts may be conveyed towards the one or more automated constructorsand/or the one or more process tools. Whether the automated constructorsand process tools are moved and/or whether the vehicle parts are movedmay be a consideration of economic and mechanical efficiency. Forexample, it may be more economical and mechanically efficient to movethe smaller and/or lighter of the two towards the larger and/or heavierof the two. In some instances, if the one or more vehicle parts to beprocessed is part of a larger part that is inconvenient to move (e.g.,via assembly, installation), the one or more vehicle parts may be firstdisengaged and disassembled from its installation by one or moredisassembling automated constructors. Once the one or more automatedconstructors and the one or more vehicle parts are brought within reachof the other, the one or more automated constructors may carry out aninstructed process. In one example, the automated constructor optionallycomprises an additive manufacturing or 3-D printing machine to constructa replacement for a worn or damaged vehicle part. The one or moreautomated constructors may exchange a robotic effector through theavailable process tools. Alternatively, the one or more automatedconstructors may exchange robot arms having different effectors.

The sensor 7600 may be communicatively coupled to a control system thatis, in turn, communicatively coupled to the one or more automatedconstructors. Alternatively, the sensor may be in direct communicationwith the one or more automated constructors and/or the one or moreprocess tools. In some instances, the sensor may be an imaging device,such as a camera. In some instances, the sensor may be a heat sensor,motion sensor, audio sensor (e.g., microphone), etc. The sensor maymonitor (e.g., quality control checks, etc.) the transport structuremanufacturing process. For example, the sensor 7600 may determine thephase of the life cycle that the one or more vehicle parts are in andsend such data to the control system, which can subsequently instructthe one or more automated constructors to perform the processappropriate for the specific life cycle. The sensor 7600 may also detectwear and tear or damage of the one or more parts such as to instruct,through the control system, the one or more automated constructors toengage in additive manufacturing or 3-D printing to construct areplacement for the worn or damaged part. In an example, the sensor maybe used to inspect clamps or seals along a pipeline to remove worn partsand manufacture and install new parts where the worn parts were removed.

FIG. 8 shows an example of a structured subassembly. In an exemplaryembodiment, a robotic assembly station may be used to assemblestructures composed of pre-fabricated components, such as nodes 8100 a,8100 b, arcs, and tubes 8200. In some instances, such an assembly canrequire the coordinated (e.g., simultaneous, specifically timed, etc.)insertion of multiple components into other components (e.g., nodes,arcs, tubes, etc.). Such coordinated insertion can prevent geometricbinding of the structure. In some instances, a subassembly structure8300 may be incorporated into a larger assembly 8200.

In an exemplary embodiment, each part, assembly, and/or subassemblystructure may comprise one or more labels. A label may comprise anidentification matrix, such as the matrices 8110 a, 8110 b, and 8310 b.Labels may be used to detect and identify parts, determine location,position, and/or orientation of a part, detect error, and/or track andmonitor a part throughout the manufacturing process and/or throughout alife cycle of the part. For example, labels may be used to verify thecorrect orientation and position of the part, assembly, and/orsubassembly structure relative to another. The labels may be detected byone or more sensors (e.g., cameras) which may be located on the assemblyline and/or on the automated constructors. After verification via thelabels, the parts, assembly, and/or subassembly structures may beassembled, such as via a single-motion press-into-place action, wherecoordinated forces are applied from several directions. The coordinatedforces may be programmed or instructed (e.g., in real-time) to besimultaneous or specifically timed. The single-motion press-into-placeaction or other inserting actions may be performed by one or more robotsin the robotic assembly station, such as one or more automatedconstructors.

FIG. 9 shows an example of a disassembly area. The disassembly area may,for a large part, perform the processes of an assembly line in reverseto achieve flexible disassembling. An old transport structure, ortransport structure part may be disassembled, such as via one or moreautomated constructors configured to disassemble. The disassembledcomponents may be recycled, refurbished, or discarded based on theirrespective condition. The condition of a disassembled component can beinspected, for example by a sensor, such as the sensor 7600 in FIG. 7.Alternatively, one or more sensors may be located on a robot, such asthe disassembling automated constructor, to inspect the disassembledcomponents. The condition of the disassembled parts may be embedded onthe disassembled parts in some embodiments, such as via anidentification matrix (such as the matrices 8110 a, 8110 b, 8310 b inFIG. 8) identifying the phase of the life cycle of the disassembledparts. The control system may give instructions, or one or more robotsmay be pre-programmed, to determine whether a part is to be recycled,refurbished, or discarded. For example, glass from a glass body 9100,select suspension parts from a suspension sub-system 9200, selectinterior parts from an interior sub-system 9300, and carbon materialfrom other sub-systems 9400 may be determined to be recyclable andtransmitted to a smelter to convert to ingots. Other components such asselect body parts, wheels, tires, and engines can be determined to becapable of being refurbished and transported to a storage area. In someinstances, nodes disassembled from one or more sub-systems may bedetermined to be recyclable and be transported to the smelter. In someinstances, nodes may be hooked up to suspension parts before beingtransported to the smelter.

In some instances, the additive manufacturing system of FIG. 5 mayfurther comprise a plurality of sensors. The plurality of sensors mayensure proper assembly and quality control of complex structural systemsbeing assembled in robotic assembly stations. One or more sensors may bemounted in the robotic assembly stations. Alternatively or in addition,the one or more sensors may be positioned on one or more robots, such asautomated constructors, associated with the robotic assembly station.Alternatively or in addition, the one or more sensors may be integratedinto a structural product being produced by the system. The one or moreintegrated sensors may provide critical feedback during the assemblyprocess, and continued information about the product over the life cycleof the product. The one or more sensors may be positioned to supportproper locating and tolerance stack-ups. The one or more sensors mayfurther detect proper or improper performance of specifications of aproduct.

In some instances, 3-D printed parts and/or structures can be configuredto accept and/or incorporate one or more sensors. The incorporated oneor more sensors may travel with the 3-D printed parts and structures,and/or the final product. By tracking the printed parts and structures,and/or the final product through the incorporated one or more sensors,the control system may monitor product quality. In an example, a stresssensor may track and monitor the tortional performance of a vehicle thathas integrated the stress sensor in a specific driving condition. Forexample, the expected stress can be measured at the time of production,and then can be correlated to the empirical stress value measured at alater time when the vehicle performs a similar operation. Suchmonitoring may provide early warning of potential failure and productliability injuries, and subsequently provide feedback to themanufacturing facility to increase component strength in a potentialrisk area. In other examples, the system may obtain frequency responsemeasurement and/or acoustic measurement from integrated sensors toperform similar analyses.

FIG. 10 shows an example of a sensor-integrated robotic automationsystem. The system 10000 may comprise a first conveyer belt 10100transporting a first part 10300, the first part monitored by a firstsensor 10800, and a second conveyer belt 10200 transporting a secondpart 10400, the second part monitored by a second sensor 10900, asubassembly structure 10600, a third part 10500, and one or moreautomated constructors 10700. For example, the first and second sensorsmay comprise overhead 3-D sensors (e.g., Kinect or LIDAR) that arecapable of tracking the positions of both the arms of the one or moreautomated constructors and one or more individuals (e.g., humanoperators) present in the assembly station. The sensors may beconfigured to project potential movement paths and preemptively preventhuman-to-robot collisions. Alternatively or in addition, operators ofthe assembly station may manually limit the robots' range of motionand/or range of speed, such as via giving instructions through thecontrol system, when the one or more individuals are determined to be ina near vicinity of the one or more automated constructors. Beneficially,this system may protect human safety and maximize productive throughputwhen humans are safely absent from the station. In some instances, thesensors may track individuals wearing headsets overlaid with augmentedor virtual reality. In some instances, virtual or augmented realityoverlays of assembly sequences and component placements can be providedto an individual through the headset, wherein the overlays are alignedwith current configurations of the assembly sequences and componentplacements in the assembly station to aid the individual in assemblyparticipation and/or to train the individual.

In some instances, the first and second sensors may comprise videocameras and data loggers, which are capable of capturing, documenting,storing, transmitting, and/or sharing images or sequences of images ofan assembly sequence with the control system, such as to the one or moredatabases 1510 in FIG. 1B. Alternatively, the images or sequences ofimages may be captured, documented, stored, transmitted and/or shareddirectly with other control systems, such as with control systems ofother manufacturing facilities. In some instances, a database can becreated documenting a full manufacturing process. The database of thefull manufacturing process may enable the performance of a completefinancial, efficiency, and/or environmental analysis of the end-to-endmanufacturing process.

In some instances, the robotic automatic system may support motorizedinteraction between an individual (e.g., a factory worker, etc.) and thevehicle, product, and/or structure being assembled. For example, thesystem may comprise automatic and/or semi-automatic mechanisms andequipment, such as robotic and exo-skeleton-like lifting and graspingdevices for material handling.

In other exemplary embodiments, one or more robots, such as automatedconstructors, may include a machine-based learning algorithm (or suiteof algorithms) for dynamically learning tasks on the fly. In theseembodiments, such robots may learn tasks, or details about tasks, suchas spot-welding based on observation via the robots' sensors and/ordirect experience. For instance, if an error occurs during the course ofa particular task being executed by the automated constructor, theautomated constructor's machine-based learning capabilities may enableit to identify the cause of the error as well as possible or likelyresolutions. In another exemplary embodiment, the machine-based learningalgorithms are embedded within the robots themselves and coordinated inreal-time (or near real-time), periodically, or otherwise byinstructions from the control system that may govern machine learningalgorithms such as settings, activation, etc.

In an exemplary embodiment, an automated constructor uses machine-basedlearning to avoid collisions. In a manufacturing facility where a numberof robots may be moving to and from various destinations, and wherehumans may be interspersed among the robots, it may be important to putadditional safeguards in place to prevent or at least minimizeaccidental damage to equipment or to avoid injury. One such safeguardmay include the use of machine-based learning to enable the robots, suchas the automated constructors, to monitor the movements of othermachines, to learn the types and patterns of such movements, and tomonitor other parameters relevant to movement such as the speed,acceleration, rotating capability of other machines, etc. Monitoring ofmovement patterns by a self-learning algorithm can enable the machine tocontinuously improve its ability to safely navigate the facility viathis recognition of patterns of other machines and the recording of dataand other parameters related to speed and movement.

Accordingly, in some instances, the one or more robots may be capable ofmachine-based learning. Machine-based learning may enable a robot tobehave autonomously in part or in whole. For example, a robot may, frompast actions, be able to determine and perform future actions.Machine-based learning may enable a robot to automatically (e.g.,independently and without preprogrammed instructions) orsemi-automatically (e.g., with minimal instructions such as assigning arobot to an assembly station) assemble certain parts (e.g., tubes,nodes, etc.) into their desired locations with the correct supportingmaterials (e.g., structural panels, adhesives, other nodes, othercomponents or structures, etc.) to deliver finished products. In anotherexample, machine-based learning may enable a robot to autonomouslytravel to, or even determine, target destinations. The machine-basedlearning may be individual to a robot, such as an automated constructoror a mobile supply device. Alternatively or in addition, themachine-based learning may occur at an assembly station level such thatthe learning is distributed to all robots associated with the assemblystation. Alternatively or in addition, the machine-based learning may beat the control system level such that the learning is distributed to allcomponents connected to the control system. For example, machine-basedlearning at the control system level may improve the control system'sability to, without user instruction or with minimal user instruction,coordinate the different components of the vehicle manufacturingfacility.

FIGS. 19A-B show a flow diagram of a method for automated assembly of atransport structure according to an exemplary embodiment. Referringinitially to FIG. 19A, at step 1910, a first portion of a transportstructure is assembled by a first automated constructor at a firstrobotic assembly station. While a “first” portion of the transportstructure, a “first” automated constructor, and a “first” station aredescribed for purposes of this illustration, it will be appreciated thatmore than one portion of the transport structure, more than oneautomated constructor, and/or more than one station may alternatively oradditionally be used. At step 1920, a second portion of the transportstructure is assembled by a second automated constructor at a secondrobotic assembly station.

Concurrently with or subsequent to the above steps, a number of flexibleand configurable operations may take place, e.g., to maximize buildtime, efficiency, to reconfigure the assembly system, or for otherreasons discussed in this disclosure. For example, at step 1930, thefirst or second automated constructors may move in an automated fashionbetween the first and second stations during assembly. As anotherillustration, in step 1940, the transport structure itself or partsthereof may move in an automated fashion, e.g., via a conveyor belt,between robotic assembly stations as it is assembled.

Referring to FIG. 19B, in step 1950, the first or second automatedconstructors may be reprogrammed to perform different functions. Likethe above steps, this process may occur before, during, or afterassembly and may also occur between assembly of different models oftransport structures or types of transport structures altogether. Instep 1960, one or more of the robotic assembly stations may be moved toanother location, whether in real-time or as an artifact of apre-programmed set of instructions. For example, in step 1970 componentsor parts used in connection with or as part of the assembly of atransport structure may be transported in an automated fashion betweenrobotic assembly stations for use in the assembly of the transportstructure at those stations.

In step 1980, as discussed further above, the automated transportstructures may learn new tasks and modify their actions as a result ofmachine-based learning techniques. As disclosed herein and in step 1990,any of these steps may involve the control system providing instructionsdirectly or indirectly to one or more of the automated constructors,where the instructions may be transmitted in real-time, part of apre-programmed instruction set, or as updates provided on a periodicbasis.

In another exemplary embodiment, the system may be open to customerparticipation in the build process. Customers, such as companies, smallteams, and/or individuals, may use a web-based design and optimizationsolution to design with large degree of flexibility the requiredstructures of a desired transport structure, and produce and assemblesaid design using the tools and bounds available to the facility via thevariable robotic assembly stations, the variable automated constructors,and 3-D printing technology.

For example, an assembly station can be programmed and configured to usean abstract and/or high level language that is accessible tonon-programmers and nontechnical individuals. Such accessibility canallow end customers, including companies, small teams, and individuals,to instruct the one or more robotic assembly stations to assemble theirown customized transport structures, at any volume, without aid of atechnician or other specialist. For example, the end customers may beallowed to, and be able to, instruct and guide robotic motions andsequences to produce and assemble their own customized vehicles. Forexample, the end customers may communicate with the control system 6000as a user 6020 a, 6020 b through a network 6010. Alternatively or inaddition, the end customers may communicate with the control system viaa cloud or a server (such as the control server 1505 of FIG. 1B). Theend customers may, for example, use a user device (e.g., such as theuser device 6030 a, 6030 b) comprising a user interface to provide userinput (e.g., instructions) to guide the robotic motions and sequences toproduce and/or assemble a vehicle or other structures.

In some instances, the end customers may provide the user input via aweb interface or virtual reality interface provided by the controlserver. In an example, a sensor-integrated robotic automation system maytrack and record an individual's movements, motions, and/or direction ofgaze, such as via a virtual reality headset of the individual, andprovide such data to an end customer through the end customer's virtualreality headset, which the end customer may use as the choice of userdevice. The end customer may experience a virtual or augmented realityduring the end customer's purchase and/or assembly experience. In thecase that end customers participate in their own build, they may meetsome homologation requirements related to participation in the buildevent.

In some instances, the manufacturing facility may be configured to becapable of intelligent video conferencing or other messaging. Forexample, the facility may be equipped with an integrated, intelligentvideo conferencing and/or messaging system to enable rapid electroniccommunication across the facility or outside the facility via voice orother commands. The intelligent video conferencing and/or othermessaging system may enable the end customers to communicate withemployees (e.g., operators, workers, etc.) of the facility in real-timeduring the build of the customer's vehicle, and allow for removesupervision and in-process intervention during the build process, if sodesired by the end customer.

In some instances, the sensor-integrated robotic automation system maycapture photos and/or videos of a specific customer's vehicle throughits manufacturing and assembly process. The system may further collecttest results and inspection measurements at each critical step of themanufacturing and assembly process. A full database and history of amanufacturing and assembly process for a specific vehicle could begenerated for all vehicles manufactured by the facility. The databasemay be provided to the customer. Alternatively or in addition, theinformation in the database may be analyzed, such as for research anddevelopment.

At lower volume production facilities, or in operations where anartistic touch or some level of improvisation is desired (e.g.,painting, design), a remote customer or operator may access themanufacturing and assembly process through a web interface or a virtualreality interface through the internet, such as by the method previouslydescribed, to provide instructions (e.g., guide robotic motions, etc.)to assist in the assembly process of a structure.

In some instances, the manufacturing facility may further comprise anadditive manufactured parts identification system. The identificationsystem may enable, with accuracy, the repeated assembly of complexstructures. Accurate identification of parts, and information associatedwith the parts, may have beneficial applications in various operations,such as safety, manufacturing, assembly, distribution, logistics, fraudvalidation, sales, maintenance repair, storage, handling, recycling, anddisposal.

The identification system may comprise labels, such as identificationmatrices, as described briefly above. The labels may be adhered as alabel or sticker, etched, printed on, or otherwise attached to a vehiclepart or structure. FIG. 11 shows an example 11000 of a part 11100 withan integrated label 11200. For example, the label 11200 can beintegrated in any location on a surface of a part 11100.

FIG. 12 shows an example of a label. The label 12000 may be any type ofgraphical indicia, such as an identification matrix, that ismachine-readable. The label may comprise descriptive data that may ormay not be encoded. The descriptive data may include data such as symbolformat, data character encoding methods, capacity, dimensionalcharacteristics, error correction rules, encoding and decodingalgorithms, user-selectable application parameters, and a unique unit ofinformation.

A label 12000 may be associated with unique information that can bestored in a separate database, such as the one or more databases 1505 ofFIG. 1B, which can be accessed by a control system, such as the controlsystem 1500 of FIG. 1B. For example, upon reading a label, a robotand/or a control system may communicate with, and search, one or moredatabases for the label to find the unique information associated withthe label.

In an example, the labels, such as identification matrices, may simplyidentify the parts and the subsystems they are to be part of A catalogueof the required assembly information, which can include information suchas which parts are required for which subsystems, may be stored in oneor more databases. In another example, the labels may simply identifyfinal product requirements information. Based on the final productrequirements information, robots (e.g., automated constructors), viamachine-learning, may perform one or more vehicle manufacturingprocesses complying with the final product requirements information. Inanother example, a label on a part may provide detailed informationabout the part or the assembly of the part, such as relationalinformation (e.g., position and location of one part relative to anotherpart or another assembly). The relational information may disclose thespecific assembly that a part or another assembly (e.g., subassembly) isto be incorporated into. The detailed information, including relationalinformation, may be stored in one or more databases accessible by acontrol system and/or the one or more robots reading the label, suchthat the control system and/or the one or more robots may find thedetailed information associated with the label.

In some instances, a label on a part may provide grip point information.For example, the label for a part may disclose that, for the part, thereare handles or tapped holes that are specifically designed for gripping,or flat smooth surfaces that may be compatible with suction cups. Therespective locations of one or more grip points may be described withcoordinates relative to the location of the label. Such information mayaid a robot (e.g., automated constructor) in determining an appropriategripper approach path and grasping angle when grasping the part.

FIG. 13 shows a life cycle 13000 flow diagram of a 3-D printed componentwith integrated labels. For example, the 3-D printed component 13400 maybe a component of an automotive subsystem, an airplane or airconditioner part, or some other useful object for industrial, military,commercial or consumer use. In a first step 13100, the component can bespecified. In the component specification, the component requirementssuch as size and function can be identified as well as its uniqueidentifying part number or name. The component specification may becompiled for use in subsequent steps. In a second step 13200, a labelcan be created, wherein the label is associated with descriptive dataabout the component. The descriptive data may be stored in one or moredatabases accessible by a control system. The descriptive data may ormay not be encoded in the label. If encoded, the label may be encodedwith standard (e.g., ISO/IEC 18004 standard) or non-standard algorithms.The label may be machine readable.

In the next step 13300, the component can be designed, such as on acomputer (e.g., via computer aided design (CAD) software and/or selectedfrom a library of pre-designed or standard parts. A three-dimensionalmodel or design form of the part can be defined. The earlier-createdlabel for the component may be integrated into the three-dimensionalmodel or design of the component. A component may have a plurality oflabels. A descriptive computer 3-D data model 13400 of the part with theintegrated label can be generated. The 3-D data model may be stored as acomputerized descriptor file in a transferrable digital format (e.g.,STEP, STP, SLDPRT, EPRT, etc.). The descriptor file may comprise variousitems of data and metadata, including the part number, the physicaldimensions, shape, color, material specifications, weight, geometrictolerances, and/or other literal and symbolic descriptions. In theprocess of saving the file, some data items may optionally be omitted orremoved from the file, leaving only the geometric outline and a basicdescription of the part. Removal or distillation of data or metadata ofa file may be performed to remove extraneous data bulk, and optionallysave memory space, from the file for manufacturing, physical processing,and/or publication. The label may remain unconditionally and permanentlyembedded into the component model and may not be readily removed withoutsome risk of undesirable side effects, including some loss offunctionality.

In the next step 13500, an additive fabricator machine, or facility thatmay be partially or completely automated, may render the 3-D componentmodel data into a physical component 13410. For example, the additivefabricator machine or facility may comprise 3-D printing technology,such as selective laser melting or selective laser sintering. Forexample, the process may use 3-D printers (e.g., Stratasys J750) orsimilar tools. The physical component may be formed from variousmaterials, including plastic, stainless steel, maraging steel, cobaltchromium, Inconel, aluminum, gold, titanium, or other material. Thecomponent may be manufactured from one type of material (e.g., plastic).Alternatively, the component may be manufactured from composites of twoor more materials.

The rendered physical component 13410 may correspond one-on-one to the3-D component model data, including the incorporated label. For example,the label may be physically formed (e.g., etched, printed, etc.) on thecomponent at the same time that the component is 3-D printed. Thedescriptive data encoded in the label may include, for example, a partnumber, revision code, and a unique serial number. The uniquecorrespondence of the label on the physical component with that on the3-D component model data may allow the label on the 3-D component modeldata to act as a reliable reference point throughout the life cycle ofthe component. For example, at each step in the life cycle of thecomponent, the component's identity and revision level is readilyverifiable to ensure the correctness, source origin, and history of thecomponent. Beneficially, the identification system may provide securesupply-chain hygiene and high anti-counterfeit confidence, which mayimprove the performance and reliability of the component and/or thefinal product produced from the component.

The identification system may be used to track and monitor a componentthroughout various phases of its life cycle. Specifically, theidentification system may be used for configuration control andmanufacturing assembly processes, such as assembly, sales, logistics,and revision control operations 13600. For example, a label may beassociated with an originating customer order number, or acustomer-defined order code. Customers who are sensitive toorder-specific specifications and materials can use this to eliminatesupply-chain contamination from counterfeit or low-quality generic partsand prevent risk of miscommunication down the supply chain. In someinstances, the identification system may be used for configurationmanagement and pre-flight checks for service life and reliabilityprognostics 13700. For example, an assembly comprising of a plurality ofadditively manufactured components each identified with a unique labelcan be inventoried and simultaneously validated from a single viewpointin a relatively short amount of time (e.g., less than one second). Thismay beneficially both reduce inventory time and increase accuracy of thecomprehensive inventory record for hardware components. The inventoryrecord is readily traceable, verifiable, and reliable.

In some instances, the life cycle of the component can be monitored,such as by tracking and verifying maintenance, failure, forensics,repair, re-use, and replacement manufacture processes 13800. The recordmay drive reliability prognostics and trigger preventative maintenanceat prescribed intervals (e.g., miles traveled, hours of use, stresshistory). Replacement components can be rapidly and accurately specifiedwhen needed. The life cycle of the component can be tracked withprecision, with added reliability from the tamper-proof identity markingon both the component and the 3-D data model. The overall reliabilityprovided by the identification system may beneficially increase thevalue of used (e.g., refurbished) goods sold through one or moresecondary channels and markets because the source information (e.g.,design, material, usage, life cycle) of the goods can be verified foreach individual component.

In some instances, the identification system may allow tracking andverification of the component for end-of-life processes 13900, includingend-of-life disposition, insurance, re-use, scrap, recycle, andenvironmental processes. For example, after a component reaches the endof its predicted life and is retired, it can be subjected to tests thatestimate additional or excess remaining service life it may still have.

Components may be discarded with some additional remaining service life,such as to retain a safety margin, discarding a component with excessiveremaining life may be wasteful. Components found to have some additionaluseful service life can be re-used, for example, in applications thatare less safety-critical or applications comprising relatively lowersensitivity to component failure. This can have economic value insecondary (e.g., used parts) markets, and for insurance valuation oflong-life vehicles that have a significant odometric history. Theability to track remaining service life is particularly useful andvaluable for capital-intense industrial and military equipment andplatforms that have a long service life. For disposal and recycling, thebuilt-in labels can provide a verifiable and trustworthy link tomanufacturing records, especially because accurate and specificmaterials and chemical properties records are required for environmentalcompatibility, metals recovery, and other re-usage applications.

In some instances, geometric metadata of a label can be used to locate acomponent part containing the label on its surface.

Data matrix labels, such as identification matrices, may contain one ormore registration or alignment marks, such as in the borders of the datamatrix labels, that can support accurate reading of the data matrixlabels. FIG. 14A shows an example of identification matrices thatprovide border marks. For example, an identification matrix 14000 maycomprise a first corner mark 14100, a second corner mark 14200, a thirdcorner mark 14300, and data area 14400. In some instances, the threecorner marks may delineate and align the data area so that a sensor(e.g., camera, scanner, other imaging device, etc.) can detect theidentification matrix as an identification matrix and identify the dataarea. Alternatively or in addition, the corner marks may convey othernon-symbolic information or metadata about the data area. Specifically,each of the corner marks, or alternatively a combination of two or threeof the corner marks, may provide a locational and/or orientationreference that communicates the posture and the position of the partcontaining the identification matrix in six dimensions, including the X,Y, Z, and pitch, roll, and yaw of the part relative to a workspace.

For example, the corner marks 14100, 14200, and 14300 can be used bothto identify the identification matrix as a valid identification matrix,and to define a geometric location and an angle of view to an imagingdevice (e.g., camera) of the identification matrix, prior to the imagingdevice reading and decoding the data area 14400. In addition, the cornermarks may also identify the boundaries of the data area that containsthe encoded data.

An identification matrix can be read by a sensor, such as an imagingdevice. The imaging device may comprise one or more processors, andmemory, with instructions executable by the one or more processors, toread, decrypt, decode and/or otherwise process (e.g., determinegeometry) identification matrices. Alternatively, another computingdevice may read, decrypt, decode and/or otherwise process theidentification matrices. For example, the data in an identificationmatrix may be decoded and verified using a built-in cyclic redundancycode. The one or more processors of the imaging device and/or anothercomputing device may extract and locate the geometric locations andorientation of the corner marks. FIGS. 14B and 14C show an example ofgeometric metadata extracted from an identification matrix. FIG. 14Bshows an isolated matrix, and FIG. 14C shows the same matrix on asurface of a component part. For example, the geometric metadata of thematrix 14000 can comprise a reference XYZ coordinate corner position14500 and a reference orientation vector 14600.

The XY (e.g., X, Y axes) position of the matrix 14000 can be initiallyidentified by the sensor reading the matrix and computed into acoordinate framework (e.g., XY coordinates) referenced to the sensor.For example, the XY coordinates can be initially identified as cameracoordinates of the sensor reading the matrix. The camera coordinates canthen be transformed into three dimensional XYZ workspace coordinatesusing well-known geometric transformations.

An XYZ coordinate may comprise a coordinate point in three axes (e.g.,X, Y, Z axes). The reference XYZ coordinate corner position may comprisethe three-dimensional coordinates of the location of the matrix inthree-dimensional space. Since the identification matrix may be designedto be located in a fixed location relative to the component, the matrixlocation can be referenced as a highly precise fiducial code to locatethe component in a working space, such as on an autonomous assemblyplatform 4105 of FIG. 4. The matrix can thereby provide a referencecoordinate that is useful for material handling, virtual fixturing, andother applications requiring knowledge of the component in a workingspace. The reference coordinate can be used, for example, to guide oneor more automated constructors and/or one or more mobile supply devicesfor robotic grasping, clamping, drilling, milling, surface finishing,and other manufacturing and handling processes.

In another aspect, the orientation of the matrix image 14000 can bedetermined by transforming an angle measured in the two-dimensionalplane of the matrix surface, such as in FIG. 14C. The matrix image andcamera world position are sufficient to determine part position andorientation in 6 dimensions: X-Y-Z, pitch-roll-yaw. FIG. 14D illustratesvariations in roll angle and pitch angle in an identification matrix.Using the orientation vector 14600 as a reference, the matrix roll angle14700 can be defined as the rotation angle around the orientation vector14600. Matrix pitch angle 14800 can be defined as a rotation anglearound a matrix axis normal to the pitch angle, wherein the axis is inthe matrix plane. Both angles can be measured simultaneously with asingle sensor view of the matrix. For example, the roll and pitchorientation of the matrix can be extracted by measurement of perspectivedistortion. Since the matrix can be known to have been manufactured in aprecise rectangular form, any deviations from rectilinear perfection canbe inferred to have been introduced by environmental deviations. Thesedeviations can be measured quantitatively using well knownmachine-vision image analysis and pattern-recognition techniques.Perspective distortion can be primarily introduced by variations in theorientation and pose angle of the component part.

FIGS. 15A and 15B show a rectangular solid part 14010 that is labeledwith six data matrices (three visible in each Figure), each matrix on aseparate facet in two different poses. FIG. 15A shows the rectangularsolid part in a first pose. FIG. 15B shows the rectangular solid part ina second pose. For example, the rectangular solid part can be additivelymanufactured (e.g., 3-D-printed) to embed a unique matrix into each ofits rectangular facets. When the rectangular part is resting on a flatsurface, one of the matrices will face an upwards direction (e.g., facet14011 in FIG. 15A, facet 14012 in FIG. 15B). This allows quick visibleidentification of the part's posture when viewed from above. In FIG.15A, the facet 14011 is facing up and is labeled with a first matrix14000 a. A facet 14012 is facing forward and is labeled with a secondmatrix 14000 b, and a facet 14013 is facing right and is labeled with athird matrix 14000 c. The other three facets are not visible in the inthe first pose. Above each visible matrix 14000 a-c an arrow identifiesa reference orientation of the matrix. The orientation of therectangular part can be determined by viewing any one of the matrices,such that additional information would be redundant in determiningorientation. In FIG. 15B, the facet 14012 is facing up and is labeledwith the second matrix 14000 b. A facet 14016 is facing forward and islabeled with a fourth matrix 14000 d, and a facet 14013 is facing rightand is labeled with a third matrix 14000 c. The other three facets arenot visible in the in the second pose. Above each visible matrix 14000b-d an arrow identifies a reference orientation of the matrix. Theorientation of the rectangular part can be determined by viewing any oneof the matrices, such that additional information would be redundant indetermining orientation. It can be determined from a comparison of thetwo FIGS. 15A and 15B that the FIG. 15B is the same rectangular part ofthe FIG. 15A rotated in a direction upwards.

As seen in the above example, any geometric motion or rotation of therectangular part 14010 can be inferred and accurately computed from asingle view of any one facet, if the viewer (e.g., imaging device) haspartial knowledge of another pose of the rectangular part. In this way,a matrix can serve as a fiducial code that can identify the part'slocation and orientation, regardless of its posture. As long as thematrix is visible and readable, it is not necessary to see any otherportion of the part. The examples above describe a rectangular part withsix sides and six natural poses or resting positions on a flat surface.Parts that have fewer than, or more than, six resting positions can beaccommodated by labeling one or more of their facets appropriately withviewable matrices. Not every facet requires labelling. As long as amatrix is visible, then the part can be identifiable in position andorientation. For example, a sheet of paper may require only two matricesfor full discrimination. Parts with more facets or complex shapes mayrequire a greater number of matrices. Alternatively, complex parts maybe accommodated through the use of additional imaging device (e.g.,cameras) in the work space.

From the above examples, a method is provided for identifying one ormore component parts. The method may comprise detecting the presence ofone or more parts, counting the number of visible parts, classifying thevisible parts (e.g., serial number), localizing the part (e.g.,measuring the location and/or orientation), and targeting a process(e.g., determining an approach path and a gripping point, etc.). Forexample, the part's location and/or orientation may be used to guide arobot, such as an automated constructor, to perform one or moreprocesses.

FIG. 16 shows an example of an assembly 16000 made up of six componentparts. Each of the six parts can be additively manufactured with anincluded unique identification matrix. The matrices 16001, 16002, 16003,16004, 16005, and 16006 on each part can be manufactured onto a facet oftheir respective part. When the component parts are assembled together,the six matrices can all face in roughly the same common direction,permitting all six individual matrices to be read or capturedphotographically from one side of the assembly by an imaging device,such as in a single view and with a single illumination source. Forexample, a complete configuration inventory may be performed andcompleted by the imaging device with a single view and a singleillumination source. In some instances, other facets of the sixcomponents may comprise similar matrices (e.g., visible from otherviewing angles). Assemblies and/or parts of assemblies can be designedsuch that several facets of a part each comprise an identificationmatrix that can be visible from different viewing angles, such that acomplete configuration inventory of the assembly may be taken from many,or all, sides of the assembly.

In some instances, matrices can be used to identify the presence of anassembly or subassembly, and to locate its position and orientation.This technique can be used beneficially during material handling andassembly of systems or subsystems. A system of matrix labelling can beused as a control basis to enable larger automation and robotic systems.The identification system may provide, during one or more processes suchas manufacturing, upgrade, and repair, the identification, geometricmatrix data, tracking, prepositioning, and inventory of one or moreparts involved in the one or more processes.

FIG. 17 shows an additively manufactured component 17000 with twospatially distributed matrices 17100 and 17200. Both matrices may bepermanently affixed to the component and their location can be stablerelative to one another. When two or more matrices are visible on acomponent, because the XYZ position of each matrix on the component isknown (e.g., from the 3-D model design of the component), each matrixmay comprise a geometric endpoint, and a well-defined line may be drawnbetween the two geometric endpoints. The position of the line in spacecan be identified with high precision and accuracy. FIG. 18 shows anarrangement with three spatially distributed matrices 18400, 18500, and18600. A third matrix can be added to provide complete dimensionalityand additional precision. These three matrices define three lines, afirst line 18100, a second line 18200, and a third line 18300 to form atriangle in a plane in three dimensional space. By the plane containingthe triangle, the system may identify the precise location andorientation of the component containing the three matrices.

This triangulation technique can provide additional self-checkingcapabilities through the measurement of errors, such as in lengthsand/or in angular correspondence within a component. When theaccumulated errors between the measured (e.g., empirical) and modeled(e.g., theoretical) matrix XYZ locations are small, then precisionand/or accuracy of the part's location and orientation can be deemed tobe high, and vice versa. For example, the empirical and theoreticallength of each line, between any two matrices, may be compared toproduce an error estimate. In some instances, the theoreticalmeasurement may be made for a CAD model. In another example, anorientation vector can be measured for each matrix, such as using thetechniques disclosed earlier. The agreement or disagreement betweenpairs of matrix vectors, between any two matrices, may be used tocalculate local distortions and errors. For example, in FIG. 18, allthree matrices are shown to be located in a single plane, suggestingthat theoretically all three orientation vectors for the three matricesshould be parallel. But matrix measurements taken from actual physicalmodels can generate nonparallel orientation vectors. The differencebetween the theoretical and empirical measurements can estimate thevariance of a physical component from a computer model of the physicalcomponent.

Deviation of empirical measurements (e.g., of physical components) fromtheoretical predictions (e.g., of computer models) can result from anynumber of reasons, including measurement errors, miscalibration, lensaberration, numerical calculation and conversion errors, environmentaland/or systematic errors, and other effects (e.g., fraud). Aprecision-manufactured model component may be used to test thereliability of a sensor measurement system. For example, awell-calibrated system can be expected to exhibit error signatures thatspan a relatively modest operating range. Random error behavior that iscontained within a relatively modest range can be suggestive that thesystem is properly operational. In another example, calibration drift,or miscalibration, can significantly, and detectably, increase errorranges. The increase in error spread can beneficially provide a usefulearly warning and an indication of a system (e.g., sensor, 3-D printing)failure. For example, a sensor whose mounting point has been altered orshifted will introduce much larger errors.

In some instances, fraudulent or counterfeit parts can be detected bythe signature of the error profile of the counterfeit parts whencompared to the precision-manufactured model component. For example, acommon mistake made by counterfeiters can be low precision of geometricregistration with respect to distant features present on opposite sidesof the counterfeited item. For example, in FIG. 15A, the positions andorientations of matrices 14000 a-c of a counterfeited item may comprisea number of error symptoms. These symptoms can be useful to detect anddiagnose manufacturing defects, environmental or temperature variationsor damage, and fraudulent or counterfeit parts.

In some instances, sub-textual coding can be used to distinguishcounterfeit products. Multiple matrices on a solid object can provide amechanism for counterfeit resistance that enables rapid inspection anddetection of fraudulent parts. This mechanism can be non-symbolic andnon-digital. Additive manufacturing can allow for minute adjustments tobe made in the dimensions of matrices. One such dimension can be the XYdisplacement of the matrix on its flat printed plane. For example, inFIG. 15A, the position and orientation of the first matrix 14000 a caneasily be offset within its printed plane without otherwise affectingthe fit or function of the rectangular part. This offset can introduce adisturbance in the line lengths of the inscribed measured triangle, perFIG. 18, which in this can be the triangle formed by matrices 14000 a-c.For example, an intentionally introduced offset may deliberatelylengthen the length of the line between the two matrices 14000 a and14000 b. The offset can be recorded in a computer model of the part, andbe reflected in the manufactured part. Information about the offset canbe hidden, such that a counterfeiter may not, or find it difficult to,detect or measure the introduced offset. In some instances, differentoffsets can be introduced to other similar parts, which can make it evenmore difficult for counterfeiters to learn about the offset byinspection of one or more matrices on the part, even after examining alarge number of similarly marked parts. However, the specific offset canbe readily apparent to a sensor native to the system and can bedetected, such as during a routing configuration scan of the part.

This technique can ‘hide’ identity verification data by encoding itbetween geometric metadata items, thereby providing immediateverification to a system with knowledge of the geometric metadata, andproviding resistance against fraudulent systems having no knowledge ofthe geometric data. This anti-counterfeiting mechanism can significantlymake the detection of fraudulent parts simple, quick, and inexpensivefor authorized users. It can erect a cost and complexity barrier forcounterfeiters, thereby deterring fraud related to genuine manufacturedproducts and replacement parts.

FIG. 21 shows an illustration of an exemplary laser cutting process.This process may occur, for example, in connection with laser cuttingstep 2200 process of FIG. 2.

Automated constructors 2102 and 2104 are respectively equipped witheffectors 2100 a and 2100 b. An exemplary COTS carbon fiber panel isprovided from COTS receiving area 2209 or from COTS production area 2800(FIG. 2) to the laser cutting station 2200. Automated constructors 2102,2104 may receive instructions and specifications for cutting panel 2106and may consequently install, if not already installed, effectors 2100 aand 2100 b for performing the cutting of the panel. The cut panel maythereupon be provided to chassis build lines 2300 (FIG. 2) or anothersuitable location for further processing.

FIG. 22 shows an illustration an exemplary automated process forassembly of a panel with a node or extrusion. This process may occur,for example, in body assembly areas 2600, 2650 (FIG. 2), generalassembly 2500, or another suitable location. Here, automatedconstructors 2202, 2204 have equipped themselves with effectors formanipulating the COTS carbon fiber panel 2206 to assemble and/or installthe panel having a node or extrusion. In this illustration, an end ofthe panel 2206 includes extrusion 2208. The automated constructors 2202,2204 cooperate, using machine-learning, autonomous programs or directionfrom a control station, to assemble panel 2206 and insert extrusion 2208in the appropriate location.

FIG. 23 shows an illustration of an exemplary laser cutting processbeing performed at an assembly station, similar to that of FIG. 21. FIG.23 may include panels 2310 a, 2310 b on an assembly line being processedby automated constructors 2302, 2304, 2306, 2308. In an exemplaryembodiment, panels 2310 a, 2310 b are being transported on a mobileassembly line, and the laser cutting process is occurring as the panelsegments are being transported. In other embodiments, the panels 2310 a,2310 b may arrive at the station by a mobile vehicle, automatedconstructors, manually or by other means.

FIG. 24 shows an illustration of an exemplary process for adhesiveapplication being performed at an assembly station. FIG. 24 is anexample of functions that may be performed at chassis build lines 2300(FIG. 2). Automated constructors 2402, 2404, 2406, 2408 and 2412 areapplying adhesive to carbon sheets 2410 for building nodes andassembling other parts. A division of labor among the automatedconstructors may be involved, for example, such that some automatedconstructors have effectors equipped to move and otherwise manipulatethe carbon sheets and others have effectors equipped to apply theadhesive. In other embodiments, the carbon sheets or other material maybe mobile on an automated assembly line. In one exemplary embodiment,the whole process may be automated.

FIG. 25 shows an illustration of an exemplary process performed by aplurality of cooperating automated constructors for bonding andassembling extrusions to nodes. A node, node assembly or node network2516 is situated at a station where automated constructors 2502, 2508,2510 and 2512 are applying extrusions to node 2516. For example,automated constructor 2512 is equipped with an effector for assemblingextrusion 2520 to a section 2518 of node 2516. Automated constructors2504, 2506, in turn, may apply panels 2522 or other components insequence after the extrusions are assembled. This process may occur aspart of a chassis build 2300, general assembly 2500 or other suitablearea or station (FIG. 2).

FIG. 26 shows an illustration of an exemplary process performed by aplurality of automated constructors 2602, 2604, 2606, 2608 forassembling the suspension of a vehicle to a chassis. This process may beperformed, for example in chassis build lines 2300, general assembly2500, body assembly 2600, 2650, or another suitable area (FIG. 2). Withreference to FIG. 26, it can be appreciated that the plurality ofautomated constructors are cooperating to assemble a suspension system(partially obscured from view) onto chassis 2620.

FIG. 27 shows an illustration of an exemplary process performed by aplurality of automated constructors 2706, 2708, 2710 in the process ofdropping body 2702 on chassis 2704. This process may occur in generalassembly 2500, for example (FIG. 2). In this illustration, automatedconstructors 2706, 2710 are equipped with tools or effectors forhandling the body 2702 for insertion onto the chassis 2704. Depending onthe embodiment, the process may be partially or entirely automated.

The previous description is provided to enable any person skilled in theart to practice the various aspects described herein. Variousmodifications to these exemplary embodiments presented throughout thisdisclosure will be readily apparent to those skilled in the art, and theconcepts disclosed herein may be applied to other techniques for 3-Dprinting of components for a transport structure. Thus, the claims arenot intended to be limited to the exemplary embodiments presentedthroughout the disclosure, but are to be accorded the full scopeconsistent with the language claims. All structural and functionalequivalents to the elements of the exemplary embodiments describedthroughout this disclosure that are known or later come to be known tothose of ordinary skill in the art are intended to be encompassed by theclaims. Moreover, nothing disclosed herein is intended to be dedicatedto the public regardless of whether such disclosure is explicitlyrecited in the claims. No claim element is to be construed under theprovisions of 35 U.S.C. § 112(f), or analogous law in applicablejurisdictions, unless the element is expressly recited using the phrase“means for” or, in the case of a method claim, the element is recitedusing the phrase “step for.”

1.-17. (canceled)
 18. A method for automated assembly of a transport structure by a plurality of automated constructors, wherein a first one of the automated constructors comprises a three dimensional (3-D) printer, comprising: printing at least a portion of a component of the transport structure by the 3-D printer; automatedly transferring the component from the first one of the automated constructors to a second one of the automated constructors; and automatedly installing the component by the second one of the automated constructors during the assembly of the transport structure.
 19. The method of claim 18, wherein at least a portion of the plurality of automated constructors are configured to move in an automated fashion between stations under the guidance of a central control system.
 20. The method of claim 18, wherein at least a portion of the plurality of automated constructors comprise one or more sensors configured to enable each of the portion of the plurality of automated constructors to adaptively perform one or more machine-learning functions.
 21. The method of claim 20, wherein the one or more machine-learning functions comprise at least one of optimizing printing movement patterns, enabling motion control of print heads, printing on-the-fly for materials development, structural optimization, and receiving tools automatically for vehicle assembly.
 22. The method of claim 18, wherein the first one of the automated constructors comprises an automated robotic apparatus having a robotic arm with a robotic effector at a distal end of the arm, the component being transferred from the first one of the automated constructors to the second one of the automated constructors by the robotic effector.
 23. The method of claim 19, wherein the second one of the automated constructors comprises an automated robotic apparatus having a robotic arm with a robotic effector at a distal end of the arm, the component being transferred from the first one of the automated constructors to the second one of the automated constructors by the robotic effector.
 24. The method of claim 18, further comprising controlling the automated constructors during the assembly of the transport structure including the transfer of the component from the first one of the automated constructors to the second one of the automated constructors.
 25. The method of claim 18, further comprising automatedly moving the transport structure between a plurality of stations during the assembly of the transport structure.
 26. The method of claim 18, further comprising automatedly moving at least one of the automated constructors between two or more of the stations during the assembly of the transport structure.
 27. The method of claim 18, further comprising automatedly moving the first one of the automated constructors between two or more stations during the assembly of the transport structure.
 28. The method of claim 18, wherein a third one of the automated constructors comprises an automated robotic apparatus having a robotic arm with a robotic effector at a distal end of the arm, the method further comprising using the robotic effector during the assembly of the transport structure.
 29. The method of claim 28, further comprising automatedly exchanging the robotic arm with another robotic effector.
 30. The method of claim 28, further comprising automatedly exchanging the robotic effector with another robotic effector.
 31. The method of claim 18, wherein the printing at least a portion of a component comprises printing a first portion of the component onto a non-printed second portion of the component by the 3-D printer.
 32. The method of claim 18, wherein the printing at least a portion of a component comprises printing an interconnect configured to interconnect the component to another structure.
 33. The method of claim 18, further comprising recycling metal to produce the metal powder and automatedly providing the recycled metal powder to the 3-D printer.
 34. The method of claim 18, further comprising affixing a label onto the component for uniquely identifying the component. 